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Maryland & rare Book Room 
UNivERSiiY o;. Maryland Library 


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Aiasy 1921 


Brings HARTMAN'S Elegant 7-Piece Suite 

Richly Upholstered Backs and Seats, Beautiful New Design 

Here is Hartman's latest offering in Mission furniture. A new design in a 7-piece 
^^^ suite— elegant, massive, made on graceful tapered lines. Both chairs and rockers 
I l^^^l have upholstered seats and backs. Without doubt the greatest bargain in Mission 
^ l^^^l furniture. Sent for only $1 down and on 30 days* free trial. Then, if not satisfied, 
^ I^^H| ^^^^ it t}ack and we will refund the $1 and pay freight both ways. If you keep 
^ I^^^H i*'' P^y balance, only $3 monthly— over a year to pay. 

^™ TakeOveraFullYeartoPay|ifiH,!« 

Side Chair, Library Table, Tabourette and Book Blocks — all beautifully finished, 
fumed in a rich shade of brown, neatly waxed. iJnhol^ft*l'f»li 
Very massive and well braced— very durable. ^" - \in ir 

Rocker and chair seats and backs are richly up- 903tS 3na aachs 

bolstered in imitation Spanish brown leather, well padded for comfort. Rears of backs are aUo up 
bolstered with same material as front. Any way you look at them these chairs and rockers have a fiif 
ished appearance. Chairs and table move easily because they are set on "domes 

of lilence." Rocker and Arm Chair about 36 inches higrh and have Beats 19x19 in. Backs 22 in. from 
seat. Sewing Rocker and Side Chair about 34 inches high, 

PDPP Bargain Catalog 





seats 16x16 inches, back 21 inches from seat. 
Fv4mii» f ^rnmtM ^''^''^ lar^e 24x36 in. Library Table 
K.XXrS L3ryC stands 30 inches high; legs 2 inches 
Tahls square. Paneled ends and roomy bookshelf. 
Tabourette top 10x10 inches. Height 16 inches. 
Book Blocks large and heavy. Wecan'tsay enough for this 
splendidset. Try itSOdays FREE. Shipped without delay 
(fully boxiMl, "knocked down" tosave frei^fht) from Chicago ware- 
houHf' or ffiftory in Indiana. Shipping weight about 180 lbs. 

Order No. llOCMAtS. Prica $39.95. Pay only $i down. 
Balanc* S3. GO monthly. 

The great free 392-PMe 

Catalog offers you choicest styles and 
amazing bargains in fumilure, rugs, 
linoleum, stoves, watches, silverware, 
dinhes, washing machines, sewing ma- 
chines, aluminum ware, pbonographfl. gas 
engines ond cream separators, etc. —all on 
our t'iiey monthly payment terms. 30 days' 
FRKK trial on everything. Post card or 
letter brings it fcy return maii. 


K. F. D Box No. 

Furniture & Carpet 

D*pt. 3363 Chlcaso | Town SUte. 


Co. I 

^^ ^mm ^^ ^Hi ^^*J *A!fy.'t;... _ ^^^ ^^ ^ 

HlARTMAN Furniture & Carpet Co. 

3913 Wentworth Ave. Dept. 3363 Chlcaso 

Enclosed find SI. Send the 7-Piece Living Room Suite No. 
1)0('MA15 as described. I am to have 30 days' trial. If not 
satisfied will ship it back and you will refund my >1 and pay 
freight both ways. If I keep it, I will pay $3.00 per month 
until the price, {39.96, is paid. 


3913 Wentworth Ave. 

Coprrliht, ia21, br Bwtmui'i, Ohluco. 

Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine, May, ig2i 

This Thrifty and Prosperous Employe Has Bought Six 
Houses Through the Rehef Department 

The man who wishes to buy a home first studies the question from every angle. 
He is not satisfied unless he gets a good looking property with plenty of light and air. 
If the house is roomy you can be sure that this helps make his family feel satisfied and contented. 
He also wants to arrange an easy financial plan through which he can purchase the property. 
You can depend on it that David Suter, engineer at Keyser, W. Va., is pleased with the home he now 
occupies. Ybu can see from the picture of his present home that it has attractive surroundings, is well- 
kept, and has air and light in abundance. Then, he is buying it on the easy purchase plan by the aid of 
the Relief Department. 


This is only part of Mr. Suter's story. He has bought, all told, six houses through the Relief Depart- 
ment, and still owns two of them, the home pictured on this page being one of the two. 
Mr. Suter is one of the thrifty fellows among the employes of the Baltimore and Ohio Railroad who are 
home owners. 

Why do you not follow his example and become a home owner ? You can find out all about our easy 
partial payment plan by writing now to 

Division " S," Relief Department 

The Baltimore and Ohio Railroad Company 

Baltimore, Md. 

Baltimore and Ohio Magazine, May, ig2i 



Any Standard Make Guaran- 
teed TYHEWBITER With Every 

Modern Writing Convenience. 
Wr (If Todtu ForJUtftraUd Catalta Bz- 
platntn^ TVy-B^/ors-Toi^-Butl /Taw. 

*2* —218 No. Wells St.. Chicago, III 

Easy Money 

I once heard what is probably now an old 
story of a young Jap who was hired by a 
business house largely to oblige a customer, 
and who was recommended as a bright and 
intelligent youth. The firm was not partic- 
ularly anxious to keep him in its employ, 
so it handed him as tough an assignment 
as possible. 

He was given the account of a creditor 
who was believed to be beyond all hope as 
far as a settlement was concerned and told 
to see what he could do with the matter. 
Within three days they received a check in 
full for the amount they never expected to 

The head of the firm, curious to see how 
the Jap had dealt with the creditor, looked 
up the letter file and found the copy of a 
letter written by the Jap, reading as follows: 

"Dear Sir — If you do not settle this ac- 
count immediately we shall be obliged to 
take steps that will cause you the utmost 
astonishment. Yours, etc." — New York 

Light and Dark Shades 

A young colored couple were sitting at 
the foot of the Statue of Liberty. Henry 
was holding Mandy's hand. 

"Henry," said Mandy, "does you-aU 
know why dey has such small little lights 
on de Statue o' Liberty?" 

"Ah donno," replied the Ethiopian swain, 
"unless it's because de less light, de mo' 
liberty ! ' ' — California Pelican. 

Not His Job 
By Edgar A. Guest 

That's not my job, and it's not my care," 
When an extra task he chanced to see; 
"That's not my job and its not my care. 
So I'll pass by and leave it there." 
And the boss who gave him his weekly pay 
Lost more than his wages on him that day. 

"I'm not supposed to do that," he said; 
"That duty belongs to Jim or Fred." 
So a little task that was in his way, 
That he could have handled without delay, 
Was left unfinished ; the way was paved 
For a heavy loss that he could have saved. 

And time went on and he kept his place 
But he never altered his easy pace, 
And folks remarked on how well he knew 
The line of tasks he was hired to do; 
For never once was he known to turn 
His hand to things not of his concern. 

But there in his foolish rut he stayed 
And for all he did he was fairly paid. 
But he never was worth a dollar more 
Than he got for his toil when his week was 

For he knew too well when his work was 

And he did all that he was hired to do. 

If you want to grow in this world, young 

You must do every day all the work you 

If you find a task, though it's not your bit, 
And it should be done, take care of it! 
And you'll never conquer or rise if you 
Do only the things you're supposed to do. 


It happened at a temperanc(? lecture. 
The lecturer was trying to impress upon his 
audience the harm done by strong drink. 

He had been raving for about an hour, 
when he said: 

"My friends, I will now bring to your 
consideration the way Nature works in the 
matter. The beasts of the field do not par- 
take of intoxicating beverages. Now, if I 
had two buckets on the platform, one full 

of water, and the other full of beer, and I 
brought a donkey onto the platform, which 
would he drink?" 

"The water," came from a dozen throats. 

"Of course," responded the lecturer, who 
had waited the reply. "Now, tell me, why 
would he choose the water?" 

To which a bored voice in the gallery 
returned : 

"Just because he's a jackass." — Pennsyl- 
vania Punch Bowl. 

Railroad Man's Knife $1.00 

Easy Money |"2|°°'° 

Introduction Offer — Full sized sample of this 

knife with the emblem or design of the order 

of which you are a member placed under 

the handle will be mailed you for 

$1.00 and this advertisement. 

For only 25 cents extra 

your name and address 

will be shown on 

knife. Size 

3\4 inches 


. 200 . 00 

monthly. All or spare time. 

Railroad employes, your spare time 

can be turned into dollars with a 

little effort. We Want a Sales 

Agent in Every Locality to introduce 

transparent handle pocket knives and razors. 

Under the handles can be placed tlie emblems of any 

Railroad or Labor Organization. Secret Society or Fraternal 

r. Also the member's full name and address on the other 

de. Blades, finest steel; handles, handsome as pearl, clear as class 

and unbreakable. Every knife guaranteed to be perfect. Every railroad 

employe will want one as a mark of identification. We can also give permanent 

ployment and exclusive control of territory to those who can give full time in 

takmg orders from the general public. If you are earning less than $1500.00 yearly, 

liow to make more. 

NOVELTY CUTLERY COMPANY, 335 Bar St., Canton, Ohio 


Volume 9 

Baltimore, May, 1921 

Number i 


Airplane Picture— 26th Street Station, New York 4 

Business-Getting Campaign Gathering Headway 5 

An Anonymous Letter Which is Published and Answered for the In- 
formation of All Employes 10 

Timber Preser\-ation Making Big Savings in Cost of Tie Renewals.. .F. J. Angier 12 

For the Hill Billy's Girl Frank Kavanaugh 18 

After the Last Curtain— What? 22 

You Wouldn't Throw a Hundred Dollars in the Gutter C. C. Glessner 25 

E. W. Scheer New General Manager, Eastern Lines — Other Promotions 

and Changes 26 

No Meals for These Engines While They Weren't Working 27 

Safety Section— Think! First Prize Essay, "No Accident" Campaign 

M. W. Jones 28 

Proper Clothing Dr. J. H. Hodges 30 

Editorial 32 

Our Veterans 34 

Pensioners' Roll of Honor 39 

Women's Department Edited by Margaret Talbott Stevens 40 

Children's Page "Aunt Mar>-" 44 

Safety Roll of Honoi 47 

Among Ourselves 49 

Published monthly at Baltimore, Maryland, by the Baltimore and Ohio Railroad 
to improve its service to the public and to promote a greater community of interest 
among its employes. Contributions are welcomed. Manuscripts and photographs 
will be returned upon request 

Circulation of the Baltimore and Ohio Magazine is over 36,000 copies per issue, 
our aim being to place it in the hands and in the homes of practically all English 
speaking employes of the Railroad. An examination of our advertising will show 
that it conforms to the highest standards. We do not guarantee it, but we be- 
lieve that it means exactly what it says, and for that reason feel free to urge our 
readers to patronize our advertisers whenever they consistently can 


Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine, May, 1921 

But He's on His Way 

Uncle Tom arrived at the station with 
the goat he was to ship north, but the 
freight agent was having difiiculfy in billing 

"What's the goat's destination, Uncle?" 
he asked. 


"I say, what's his destination? Where's 
he going?" 

Uncle Tom searched carefully for the tag. 
A bit of frayed cord was all that remained. 

"Dat onery goat!" he exploded wrath- 
fuUy. "Yd' know, suh, dat ignorant goat 
done completely et up his destination." 
— Stolen. 


S«nd drawine or model for examinatioa aad 
raport at to pat*ntabilit^. 


624 F Street, N. W. Waahinarton, D. C 

You Need These Books 

PRETTY soon you will be called up to take your examination and you will have 
to face a lot of hard questions. Better brush up a little. Our books contain every 
question with its answer you are likely to be asked by the examiner. They are the 
only complete railway books issued giving ufHto-date, reliable information. Don't 
put off until examination day comes, but send for the following books at once: 

Westinghouse E T Air Brake Instruction 
Pocket Book Catechism. By Wm. w. 
Wood, Air Brake Instructor. 

A practical work containing examination ques- 
tions and an.swers on the E T Equipment. 
Covering what the E T Brake is. How it should 
be operated. What to do when defective. Not 
a que.stion can be asked of the engineman up 
for promotion on either the No. 5 or No. 6 E T 
Equipment that is not asked and answered in 
the book. If you want to thoroughly under- 
stand the E T equipment get a copy of this 
book. It covers every detail. Makes Air Brake 
troubles and examination easy. Fully illus- 
trated with colored plates, snowing various 
pressures. S2.BO 

Locomotive Breakdowns and Their 

Remedies. By Geo. L. Fowler. 

Revised by Wm. W. Wood. Air Brake In- 
structor. It is out of the question to try and tell 
you about every subject that is covered in this 
pocket edition of 
Locomotive Break- 
downs. Just imag- 
ine all the common 
troubles that an en- 
gineermay expect to 
happen some time, 
and then add all of 
the unexpected ones, 
troubles that could 
occur, but that you 
had never thought 
about, and you will 
find that they are 
all treated with the 
very best methods of 
repair. Walschaert 
Locomotive Valve 
Gear Troubles. Electric Headlight Troubles, 
as well aa Questions and Answers on the Air 
Brake, are all included. 294 pages. Fully illus- 
trated. % 1 .SO 

Train Rule Examinations Made Easy. 
By G. E. CoUingwood. 

This is a book which ever>- railroad man. no 
matter what department he is in. should have, 
as it is written by a man who understands the 
subject thoroughly. Mr. G. E. CoUingwood. 
the author, is a recognized authority on train 
rules and train orders. For years he has edited 
the train rule department in four of the fore- 
most railroad magazines in the United States. 
256 pages. Fully illustrated with train signals 
in colors. S 1 .so 

Nearly 500 Questions with their Answers 
are Included. 

Walschaert Locomotive Valve Gear. 
By Wm. W. Wood. 

If you would thoroughly understand the Wal- 
schaert Valve Gear, you should possess a copy 
of this book. The author divides the subject 
into four divisions, as follows: I — Analysis of 
the gear. 11 — Designing and erection of the 
gear. Ill — Advantages of the gear. IV — Ques- 
tions and answers relating to the Walschaert 
Valve Gear. This book is specially valuable to 
t^ose preparing /or promotion. Third edition, 
revised and enlarged. 245 pages, fully illus- 
trated. Cloth. S2.SO 

Air Brake Catechism. By Robert H. 

This book is a standard text book. It is the 
only practical and complete work published. 
Treats on the equipment manufactured by th« 
Westinghouse Air Brake Company, including 
the E T Locomotive Brake Equipment, the E 
(Quick Service) Triple Valve for freight senrio*; 
the L High Speed Triple Valve; the P-C Pa»- 
senger Brake Equipment, and the Cross Com- 
pound Pump. The operation of all parts of th* 
apparatus is explained in detail and a practical 
way of locating their peculiarities and remedy- 
ing their defects is given. Endorsed and uMd 
by air brake instructors and examiners oa 
nearly every railroad in the United Stat«t. 
Twenty-seventh edition. 411 pages, fully illus- 
trated with folding plates and diagrams. New 

Practical Instructor and Reference Book 
for Locomotive Firemen and Engi- 
neers. By Chas. F. Lockhart. 

An entirely new book on the locomotive. It 
appeals to every railroad man, as it tells hua 
how things are done and the right way to do 
them. Written by a man who has had years of 
practical experience in locomotive shops and 
on the road firing and running. The informa- 
tion given in this book cannot be found in any 
other similar treatise. Eight hundred and fifty- 
one Questions with their answers are included, 
which will prove specially helpful to those pre- 
paring for examination. 362 pages, 88 illustra- 
tions. Cloth. MSI. BO 

Link Motions, Valves and Valve Set- 
ting. By Fred H. Colvin, Associate Editor 

of American Mackintst. 

A handy book that 
clears up the mysteries 
of valve setting. Shows 
the different valve gears ^I^IWVWS 
in use, how they work, H^iVIkIjS 
and why. Piston and ^mw9r^f9wSt\t 
slide valves of different Hl^E*XMlfilkl 
types are illustrated and 
explained. A book that 
every railroad man in 
the motive power de- 
partment ought to have. ^^™™™™,.w™ 
Fully illustrated. New ^B BSKjlMMlisl 
revised edition recently 
published. 7B cents 

Locomotive Boiler Construction. 
By Prank A. Kleinhans. 

The only book showing how locomotive boilers 
are built in modem shops. Shows all types of 
boilers used; gives details of construction; 
practical facts, such as life of riveting punches 
and dies, work done per day, allowance for 
bending and flanging sheets and other data 
that means dollars to any railroad man. Second 
edition. 451 pages, 334 illustrations. Six fold- 
ing plates. Cloth. S3. BO 


The Baltimore and Ohio Magazine 
Mount Royal Station Baltimore, Maryland 

Which Wins? 

Three small clothiers' shops, owned by 
an Englishman, a Scotchman and an Irish- 
man, stood side by side. 

The Englishman decorated his windows 
with a large biU — "Great Sale of Fire Sal- 
vage Stock." 

The Scotchman put out a counter placard 
— "Great Sale of Bankruptcy Stock." 

Pat wondered what he could do, as fire 
and bankruptcy had been annexed by his 
rivals. After much thought he put up a 
sign over his doorway inscribed: "Main 

The Fresh Ticket Agent 

It happened in a little Iowa town. 

The trains were all late. 

The ticket agent was new and fresh. 

Wise boy, hat over one ear. 

Sporty clothes, cocky air, flirt. 

" Such a devil in his own home town. " 

That song must have been about him. 

He was jollying a coy bit of fluff. 

An elderly woman questioned him. 

She was quietly dressed, unassuming. 

"Can you tell me about the train? 

About how late is it?" 

" Dunno, m'm, " he sawed her off. 

Then he resumed regular business. 

" Xow, Cutie, them eyes o' your'n — " 

The elderly woman persisted. 

She was mild, almost apologetic. 

"Pardon me, but I must know. 

My husband is on, this train. 

Can you find about where it is?" 

"Say, mum!" he winked at Cutie. 

"Wiiadje think I yam? 

One o' these here tellypathists? 

Er the Human Weegy board? 

How'd I know where the train is?" 

Cutie giggled. The woman colored. 

"Where can I wire?" 

Her voice was not so mild. 

"Up stairs," he jerked his thumb. 

"Them old dames make me tired," 

He said loudly to Cutie. 

The woman heard, from the stairs. 

Her wire startled the operator. 

Train came, with a private car. 

In it the president of the road. 

A crowd gathered to see him. 

"Where's my wife?" he demanded. 

"Here, dear!" the lady answered. 

It was the quietly dressed woman. 

He kissed her. "I got your wire. 

Show him to me. Quick!" 

She led the way into the station. 

The ticket agent's jaw dropped. 

"Let me present my husband!" 

Her voice was sweet — too sweet. 

"He happens to be the president. 

Perhaps your Ouija has told you?" 

It had — told him the worst. 

And the president told the rest. 

It was like a volcanic eruption. 

The hottest was at the end: 

"You're fired!" 

Wise boy is wiser, also sadder. 

Especially when Cutie giggles. 

For it's at him, not with him. 

He's driving an ice wagon now. 

Isn't it odd? 

Golden Rule to strangers will pay. 

You never know who they are. 

— By Lillian Paschal Day, in Baltimore 

Evening Sun. 

Baltimore and Ohio Magazine, May, 1921 

Easily visible along the teeming Chelsea Pier section of the Metr-^polis, and up and down the majestic Hudson itse'f, the impressive and symmetrical mass of tkia 
building is a veritable landmark in the vicinity, and a splendid advertisement for the Baltimore and Ohio 

Baltimore and Ohio Magazine, May, iQ2i 

Business-Getting Campaign Gathering 


Traffic Already Secured Proves Sincerity of Enthusiasm in System-Wide 
Solicitation— Veterans Still Leading the Way 

ONE day during the week of 
April 17, YardmasterMaloney, 
at Cincinnati, went into the 
store in which he buys his clothes. 
The proprietor greeted him and it 
was not long before he had heard of 
the business-getting campaign now in 
full swing on the Railroad. 

"Doing any traveling now-a-days?" 
said Maloney. 

"Yes," replied the merchant. 
"Going to Washington tomorrow." 

"On the Baltimore and Ohio, of 

"No, on the (mentioning 

another road)," was the merchant's 

And right then the railroader told 
the traveler about 100 per cent. 
Baltimore and Ohio service — on time 
trains, smooth riding, courteous 
employes, fine dining car serv^ice, 
beautiful scenen,-, etc. 

The reward came the next day 
when the merchant sent down to the 
station for three Baltimore and Ohio 
return trip tickets from Cincinnati to 
Washington; one for himself, one for 
his wife and another for his daughter. 

On another day of the same week, 
in Baltimore, a yard conductor was 
riding to Camden Station in a trolley 
car. He overheard a man ask the 
car conductor the way to the station 
of a competitor of the Baltimore and 
Ohio. He interrupted — politely — 
and the upshot of his appropriate and 
timely solicitation was that he took 
the inquiring traveler up to the ticket 
office at Camden Station and saw him 
slip his $7.24 to the ticket seller and 
depart with his ticket for New York 
over the "Best and Only." 

Again, in Cincinnati ; two employes 
tried teamwork one afternoon of the 
same week. They worked intelli- 
gently, hard and convincingly, the 
result of their solicitation being 16 
carloads of freight over the Balti- 
more and Ohio, most of it new busi- 

Back in Baltimore on another after- 
noon of the same week a young 
woman employe, working in an office 
at Mount Royal Station, had occasion 
to go to the baggage room for mail. 
A woman and her son were getting 
some parcels out of the parcel check 
and asking at the same time the way 
to the station of a competing road. 

Pleasantly, our woman employe in- 
terrupted. She had overheard that 
the travelers wanted to go to the 
station of a competing road to buy 
tickets to New York. A few minutes 
later they were introduced to our 
Ticket Agent Cromwell at Mount 
Royal and the Baltimore and Ohio 
was thereby two more fares, Balti- 
more to New York, to the good. Then, 
just to show these travelers that we 
wanted not only their patronage, but 
also their good will, the young woman 
employe took them out and saw that 
they got on the proper trolley car to 
reach their destination of the after- 
noon, for it was their plan to go to 
New York the next day. Credit 
two pleasant acquaintances of the 

Car Loading Increases 

Commercial car loading showed 
a slight but encouraging in- 
crease in April as compared 
with March. 

April, 192,666 cars 
March, 190,326 cars 

Baltimore and Ohio to this young 
woman, with the further probability 
that they will become three fast 
friends and valued patrons. 

These are just a few of the isolated 
experiences that have come through 
different channels to the attention of 
the writer. We mentioned but three 
employes in Cincinnati and two in 
Baltimore who secured business 
valued in the hundreds of dollars. 
Yet Baltimore and Cincinnati number 
many thousands of Baltimore and 
Ohio employes. Can't you see the 
possibility of this business-getting 
campaign if we all get on our toes? 

The tour of the Traffic Boosters 
led by H. O. Hartzell, manager Com- 
mercial Development, is now over. 
Three weeks of hard travel enabled 
the party to put the business-getting 
messages before thousands of our 
Veterans and other employes, a brief 
resume of the meetings being as 
follows : 

Date Place Attendance 

April II, Pittsburgh, Pa. . . .250 
April 12, Youngstown, Ohio. 140 
April 13, Cleveland, Ohio. . .135 

Date Place Attendance 

April 13, Lorain, Ohio 100 

April 14, Connellsville, Pa. .500 
April 15, Cincinnati, Ohio. . .300 

April 16, Lima, Ohio 150 

April 18, Seymour, Ind 140 

April 18, Washington, Ind... 500 
April 20, Philadelphia, Pa. . . 50 
April 21, Martinsburg,W.Va.i75 
April 22, Cumberland, Md. .200 
April 23, Grafton, W. Va. ... 275 " 
April 23, Parkersburg,W.Va.i5o 
April 25, Fairmont, W. Va ..350 
April 26, Wheeling, W.Va. . .250 

April 27, Garrett, Ind 150 

April 28, Willard, Ohio 200 

April 29, Newark, Ohio 200 

April 30, Chillicothe, Ohio. 1000 
All of these meetings were ad- 
dressed by Mr. Hartzell, and at most 
of them addresses were also made by 
W.W.Wood, chief of Welfare Bureau, 
and G. W. Sturmer, grand president 
of the Veterans, besides the speakers 
from the local territories. The Veter- 
ans turned out in force at all of these 
meetings, the officers of the local chap- 
ters doing everything in their power 
to bring out big crowds. At certain 
places larger numbers of our younger 
employes were expected, but in view 
of the quickness with which the tour 
was organized, all those connected 
with it are agreed that the attendance 
of employes in general was most en- 

District, division and local officers 
of both the Operating and Traffic 
departments supported all the meet- 
ings splendidly and became enthused 
with the hearty reception given the 
business-getting campaign by the 
audiences and by the determination 
shown to secure new traffic for the 

Veterans and other employes may 
be sure that they will get fidl credit 
for all business they secure, provided 
only that they report it on return 
postal cards to the office of — 

H. O. Hartzell, 
Manager Commercial Development, 
Baltimore, Md. 

During the two weeks ending April 
30, 196 carloads of freight were re- 
ported secured on these postal cards, 
as shown in detail on the following 
pages. All those who have been closely 
{Continued on page q) 

Baltimore and Ohio Magazine, May, iq2I 





Company Solicited 





H. 0. Hartzell, 

U. S. Industrial Chemical 

Bottles and corru- 

Huntington, W. Va., to 

Baltimore, Md. 

Co. (W. D. Kellog), 

Curtis Bay, Md. 

gated boxes. . . . 

2 carloads. 

Baltimore, Md. 


H. Bergman, machinist. 

Frank and Seder, 


Less car- 

New York, N. Y., Balti- 

Pittsburgh, Pa. 

Pittsburgh, Pa. 


more, Md., and Phila- 
delphia, Pa., 
to Pittsburgh, Pa. 

H. Bergman, machinist. 

Several indefinite pj-omises 

Pittsburgh, Pa. 

from department stores 
in Pittsburgh. 


J. T. Mathews, 

Judd and Detweiler, 

Paper, printing 

(All future shipments 

Washington, D. C. 

Washington, D. C. 


will be made via Bal- 

timore and Ohio as 

long as service is good.) 


R. H. Childs, asst. agt.. 

Home Lumber Co., 


Several car- 



Warren, Ohio. 

Warren, Ohio. 

loads. . . . 

to Warren, Ohio. 


A. D. Griffith, supt.-agt.. 

Home Lumber Co., 


I carload. . 

Sciota, Cal., 


Warren, Ohio. 

Warren, Ohio. 

to Warren, Ohio, via 
Chicago, 111. 


Arthur R. Forster, 

Furness, Withy & Co., Ltd., 
Baltimore, Md. 


I carload . . 

Philadelphia, Pa., 
to Locust Point, Md. 

Baltimore, Md. 


F. W. Melis, 

W. F. Christopher & Co., 

Baltimore, Md. 


I carload . 

Ronceverte, W. Va., 

Baltimore, Md. 

to Baltimore, Md. 


F. W. MeHs 

Anchor Forwarding Co ... . 


I carload . . 

Baltimore, Md., 

to Norfolk, Va. 

F. W. Melis 

Anchor Forwarding Co. . . . 

Cottonseed oil . . . 

I carload. . 

Relee, Va., 

to Baltimore, Md., 

F. W. Melis 

Anchor Forwarding Co. . . . 


I carload . . 

Relee, Va., 

to Baltimore, Md. 


F. W. Melis 

John L. Alcock & Co., 

Baltimore, Md. 


I carload . . 

Coal Grove, Ohio, 

to Baltimore, Md. 


F. W. Melis 

John L. Alcock & Co., 


I carload. . 

Cove Run, W. Va., 

Baltimore, Md. 

to Baltimore, Md. 


J. L. Thoman, G. Y. M., 
DeForest Jet., Ohio. 

Trumbull Steel Co., 


I carload . . 

DeForest Jet., Ohio, 

DeForest Jet., Ohio. 

to Chicago, 111. (P. F. 

W. C). 


J. L. Thoman, G. Y. M., 
DeForest Jet., Ohio. 

Trumbull Steel Co., 


I carload . . 

DeForest Jet., Ohio. 

De Forest Jet., Ohio. 


to Buchanan, Va. 


E. G. Slater, 

Canton Drop Forging & 


18 tons. . . . 

Canton, Ohio, 

Cleveland, Ohio. 

Mfg. Co., Canton, Ohio. 

to Jamestown, N. Y. 


John C. Distler, 

Cleveland, Ohio. 

National Carbon Co., 


25 tons. . . . 

Lewiston, Me., 

Cleveland, Ohio. 

to Cleveland, Ohio. 


E. H. Oldham, 

Grasselli Chemical Co., 

Sulphuric acid . . . 

I carload. . 

Grasselh, N. Y., 

Cleveland, Ohio. 

Cleveland, Ohio. 

to Canton, Ohio. 


C. E. Lynn, 

Freeport, Ohio. 

John F. Milner, 

Freeport, Ohio. 


10 tons .... 

Freeport, Ohio, 

to Providence, R. I. 


C. E. Lynn, 

L. D. Lathams Sons, 


20 tons .... 

Freeport, Ohio, 

Freeport, Ohio. 

Freeport, Ohio. 

to Fairpoint, Ohio. 


F. X. Kramer, 

The Mercantile Warehouse 

Dried fruit 

15 tons. . . . 

Cleveland, Ohio, 

Cleveland, Ohio. 

Co., Cleveland, Ohio. 

to New York City. 


E. J. Burke, 

The Ohio Clay Co., 

Building tile 

20 tons. . . . 

Cleveland, Ohio, 

Cleveland, Ohio. 

Cleveland, Ohio. 

to Hinton, W Va. 


Patrick Kilbow, 

Hoover Coal & Clay Co., 

Mineral City, Ohio. 


25 tons. . . . 

Mineral City, Ohio, 

Mineral City, Ohio. 

to Muncie, Ind. 


J. J. Powers, 

Lorain, Ohio. 

R. L. DePalma & Son, 


180 tons. . . 

Various points 
to Lorain, Ohio. 

Lorain, Ohio. 


H. Bergman, 

Pittsburgh, Pa. 

Standard Sanitary Mfg. Co., 
Pittsburgh, Pa. 


I carload . . 

Pittsburgh, Pa., 


to Etna, Pa. 


W. C. Cox, 

Pittsburgh, Pa. 

Mrs. George S. Heimbook, 

Household goods . 

I carload . . 

Wilkes-Barre, Pa., 

to Glenwood, Pitts- 
burgh, Pa. 


S. H. Rhoads, 

The Western Reserve Lum- 


12 carloads 

Various points 

Warren, Ohio. 

ber Co., Warren, Ohio. 

to Warren, Ohio. 


S. H. Rhodes, 

Masters-Daugherty Co., 

Warren, Ohio. 


I car each 

Cleveland, Ohio, 

Warren, Ohio. 

week .... 

to Warren, Ohio. 


H. G. Allen, 

P. J. Rouse, 


I carload. . 

Auburn, Ind., 

Pittsburgh, Pa. 

Auburn, Ind. 

to West Newton, Pa. 


R. H. Childs, 

Youngstown Pressed Steel 

Steam tank parts. 

2 carloads . . 

Warren, Ohio, 

Warren, Ohio. 

Co., Warren, Ohio. 

to Springfield, Mass. 


R. H. Childs, 

Helman Lumber Co., 


I carload . . 

Detroit, Mich., 

Warren, Ohio. 

Warren, Ohio. 

to Warren, Ohio. 


R. H. Childs, 

The Warren Iron & Steel 


6 carloads. . 

Shelby, Ky., 

Warren, Ohio. 

Co., Warren, Ohio. 

to Warren, Ohio. 


J. D. Thoman, G. Y. M., 

Trumbull Steel Co., 

Sheet iron 

3 carloads. . 

Warren, Ohio, 

DeForest Jet., Ohio. 

DeForest Jet., Ohio. 

to Jackson, Mich. ' 


R. B. Viehdorfer, agent. 

W. J. Zeller, 

Grain and feed . . . 

8-10 car- 

Chicago, Minneapolis, 

Girard, Ohio. 

Girard, Ohio. 

loads per 
month. . . 

Indianapolis and 
Champaign, 111., 
to Girard, Ohio. 


William Saul, 

R. E. Becker Lumber Co., 


2 carloads. . 

Mobile, Ala., 

Cincinnati, Ohio. 

Cincinnati, Ohio. 

to Lockland,'Ohio. 

Baltimore and Ohio Magazine, May, iQ2i 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other Employes, Two Weeks 

Ending April 30 — Continued 


Veteran Company Solicited 





P. J. Harrigan and 1 Tns Snisson Fire Brick Co. 


I carload. . . 

Lavton Works 

J. Wardly, 

Connellsville, Pa. 

to Layton Transfer. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly, 

J. C. Curry, 

Connellsville, Pa. 

I carload. . . 

St. Louis, Mo., 

to Connellsville, Pa. 

Connellsville, Pa. 


P. J. Harrigan and 

Boyts Porter & Co.. 

Steam pumps. . . . 

I carload. . . 

Connellsville, Pa., 

J. Wardly, 

Connellsville, Pa. 

to Hickman, Ky. 

Connellsville, Pa. 


P. J. Harrigan and 

Connellsville Foundry. 

Rough castings. . . 

I carload. . . 

Connellsville, Pa., 

J. Wardly. 

Machine & Steel 

to Bradford Jet., Pa. 

Connellsville, Pa. 

Castings Co., 

Connellsville. Pa. 


P. J. Harrigan and 
J. Wardly, 

G. Corrodo, 


5 carloads. . 

Point Marion, Pa., 

Connellsville, Pa. 

to Jersey City, N. J. 

ConnellsviUe, Pa. 



P. J. Harrigan and 

G. Corrodo, 


I carload. . . 

Dickerson, Run Pa., 

J. Wardly, 

Connellsville. Pa. 

to Dundalk, Md. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly, 

G. Corrodo. 


3 carloads... 

Cheat Haven, Pa., 

Connellsville, Pa. 

to Jersey City, N. J. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly, 

G. Corrodo, 


5 carloads. . 

Cheat Haven, Pa., 

Connellsville. Pa. 

to Jersey City, N. J. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly, 

G. Corrodo. 


7 carloads. . 

Cheat Haven, Pa., 

*T ' 

ConneUsville, Pa. 

to Easton, Pa. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly, 

G. Corrodo. 


4 carloads. . 

Point Marion, Pa., 

Connellsville. Pa. 

to Jersey City, N. J. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly, 

Connellsville Macaroni Co., 


I carload. . . 

St. Paul, Minn., 

Connellsville, Pa. 

to Connellsville, Pa. 

Connellsville, Pa. 


F. E. Snyder, switchman, 
Lima, Ohio. 

The Buckeye Machinery Co., 
Lima, Ohio. 


I carload. . . 

Lima, Ohio, 


to Limeridge, Pa. 


J. W. Ault, 


2 carloads. . 

Pittsburgh, Pa., 
to Philadelphia, Pa. 


Philadelphia, Pa. 



F. W. Melis, 

Baltimore Steamship Co.. 

Baltimore, Md. 


2 carloads. . 

Sevmour, Ind., 


Baltimore, Md. 

Baltimore, Md. 


F. W. Melis, 

Samuel Shapiro & Co., 

Baltimore, Md. 


I carl on d 

Bellcfontaine, Ohio, 


Baltimore, Md. 

L k^clliWdV.i.. . 

to Locust Point, Md. 


F. W. Melis, 

John L. Alcock & Co.. 

Baltimore. Md. 


T parlofld 

Coal Grove, Ohio, 


Baltimore, Md. 

X V..CI 1 IWdV.!. . . 

to Locust Point, Md. 


F. W. Melis, 

Samuel Shapiro & Co., 

Baltimore, Md. 


T r"ii*1md 

Nashville Tenn., 


Baltimore, Md. 

1 k. .1 J • • 

to Baltimore, Md. 


F. W. Melis, 

Export Transportation Co., 
Baltimore. Md. 


10 carloads 

Redwing, Minn., 

to Locust Point, Md. 

Baltimore, Md. 


F. W. Melis. 

Anchor Forwarding Co., 


I carload. . . 

Relee, Va., 

Baltimore, Md. 

Baltimore, Md. 

to Locust Point, Md. 

F. W. Melis, 

Anchor Forwarding Co., 

Baltimore, Md. 


2 carloads 

Guelph, Ont., 

Locust Point, Md. 

Baltimore, Md. 

^ V^CLl l(_'ClV..lO • • 


F. W. Melis, 

Black Diamond S. S. Corp., 
Baltimore, Md. 


3 carloads. . 

1.,'ioWa wnnii?! N. Y.. 


Baltimore, Md. 


J V . I ^.^ IVd W dill ICl. J 1. ^ • X my 

to Baltimore, Md. 


F. W. Melis, 

Reilly-Edmonds Co., 

Baltimore, Md. 

Fish Oil 

4 tank cars. 

RMltimnre Md 


Baltimore, Md. 

to Cincinnati, Ohio. 


P. J. Harrigan and 

Kendall Lumber Co., 


2 carloads. . 

J. Wardly. 

Connellsville, Pa. 

Connellsville, Pa. 


P. J. Harrigan and 
J. Wardly. 

Kendall Lumber Co., 

Connellsville, Pa. 


I carload. . . 

Connellsville, Pa. 


F. W. Melis, 

Baltimore, Md. 

Price and Heald, 

Baltimore, Md. 


I carload. . . 

to Locust Point, Md. 


F. W. Melis. 

Munson Steamship Line, 

Wire fence 

I carload. . . 

.'\drian, Mich., 

Baltimore, Md. 

Baltimore, Md. 

to Baltimore, Md. 


V. V'. Bailey, dispatcher, 

F. Duane, 

Household goods.. 

I carload. . . 

Gadsden, Ala., via 

Pittsburgh, Pa. 


Cincinnati to Bruce- 

ton, Pa. 


J. W. Packard, rate clerk. 

A. F. Sharp Lumber Co., 


I carload. . . 

Youngstown, Ohio, 

Youngstown, Ohio. 

Youngstown, Ohio. 

to Toledo, Ohio. 


George J. Beckman, 

The U. S. Paper Goods Co., 


I carload. . . 

Cincinnati, Ohio, 

Cincinnati, Ohio. 

Cincinnati, Ohio. 

to New York, City. 


J. L..Thoman, 

Chicago, Cleveland Car 


I carload. . . 

Warren, Ohio, via Louis- 

Warren, Ohio. 

Rfg. Co., Warren, Ohio. 

ville, 111., and New 
Orleans to Sacramento, 

J. L. Thoman, 

Chicago, Cleveland Car 


I carload. . . 

Warren, Ohio, via Cin- 

Warren, Ohio. 

Rfg. Co., Warren, Ohio. 

cinnati and New Or- 
leans to Los Angeles, 


Baltimore and Ohio Magazine, May, ig2i 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other Employes, Two Weeks 

Ending April 30 — Continued 



Company Solicted 





L. B. Humphries, 

Niles, Ohio. 

J. B. Talbot, conductor 

Youngstown, Ohio. 

George J. Beckman, 

Cincinnaci, Ohio. 

Lafayette Sanders, 
HI Ash Street, 

Lawrenceville, III. 
C. R. Summers, bill clerk, 
Howard Street Station, 
Akron, Ohio. 
H. Allison, 

Cumberland, Md. 
H. AUison, 

Cumberland, Md. 

E. M. Heston, 
361 Park Street, 

Akron, Ohio. 
H. C. Batchelder, 

Cleveland, Ohio. 

F. X. Kramer, 

Cleveland, Ohio. 
F. X. Kramer, 

Cleveland, Ohio. 
F. X. Kramer, 

Cleveland, Ohio. 
F. X. Kramer, 

Cleveland, Ohio. 
F. X. Kramer, 

Cleveland, Ohio. 
F. X. Kramer, 

Cleveland, Ohio. 
F. X. Kramer, 

Cleveland, Ohio. 
A. J. Bell, 

Cleveland, Ohio. 
A. J. Bell, 

Cleveland, Ohio. 
A. J. BeU, 

Cleveland, Ohio. 
A. J. BeU, 

Cleveland, Ohio. 
A. J. Bell, 

Cleveland, Ohio. 
A. J. Bell, 

Cleveland, Ohio. 
A. J. Bell, 

Cleveland, Ohio. 
A. Robinette, agent. 

New Philadelphia, Ohio. 
Mrs. M. E. Kirk, 
Talley Clerk, 

Cleveland, Ohio. 
Miss Gertrude Tottcn, 

Cleveland, Ohio. 
Miss Myrtle J. Lawther, 

Cleveland, Ohio. 
J. 0. Leingang, 

Cleveland, Ohio. 
J. 0. Leingang, 

Cleveland, Ohio. 
E. J. Burke, 

Cleveland, Ohio. 
R. H. Troescher, 

Akron, Ohio. 

Ward C. Whiting, 

Canton, Ohio. 
C. Hogan, 

Canton, Ohio. 
Miss Mable Intermill, 

Dover, Ohio. 
L. T. Kegler, 

Elyria, Ohio. 

L. T. Kegler, 

Elyria, Ohio. 

Standard Boiler & Plate 
Iron Co., Niles, Ohio. 

Calvary Cemetery, 
149 W. Wood St., 

Youngstown, Ohio. 

Cincinnati Iron & Steel Co., 

Cincinnati, Ohio. 

The Pioneer Asphalt Co. , 
Lawrenceville, 111. 

B. F. Goodrich Co., 

Akron, Ohio. 

N. G. Taylor Co., 

Cumberland, Md. 
N. G. Taylor Co., 

Cumberland, Md. 
Mohawk Rubber Co., 

Akron, Ohio. 

Stark Rolling Mill Co., 

Cleveland, Ohio. 
Forest City Foundry Co., 

Cleveland, Ohio. 
Merchants Paper Co., 

Cleveland, Ohio. 
The Weigle Co., 

Cleveland, Ohio. 
The Weigle Co., 

Cleveland, Ohio. 

The Mercantile Warehouse 

• Co., Cleveland, Ohio. 

The Cleveland Seating Co., 

Cleveland, Ohio. 
The Weigle Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The McClure Co., 

Cleveland, Ohio. 
The Schaeffer-Black Co., 

New Philadelphia, Ohio. 
The Office Supply & 
Printing Co., 

Cleveland, Ohio. 
Bowler Foundry Co., 

Cleveland, Ohio. 
Mrs. L. S. Yost, 

Cleveland, Ohio. 
Norcross Marble Co., 

Cleveland, Ohio. 
Norcross Marble Co., 

Cleveland, Ohio. 
The Ohio Clay Co., 

Cleveland, Ohio. 
The Goodyear Tire & 
Rubber Co., 

Akron, Ohio. 
The EUer Mfg. Co., 

Canton, Ohio. 
The Timken Roller Bear- 
ing Co., Canton, Ohio. 
The Deis-Fertig Co., 

Dover, Ohio. 
Columbia Steel Co., 

Elyria, Ohio. 

Elyria Iron & Steel Co., 

Elyria, Ohio. 


2 carloads. . 

I carload.. . 

I trap car... 

I carload. . . 

19 trap cars 

I carload. . . 
I carload.. . 
I carload. . . 

I carload . . . 
I carload . . . 
I carload . . . 
I carload . . . 
I carload . . . 
I carload . . . 
I carload . . . 
I carload . . . 

1 carload . . . 
5 carloads. . 

2 carloads. . 
5 carloads. . 
I carload . . . 

1 carload . . . 

2 carloads. . 

I carload . . . 

Less car- 

1 carload . . . 

Less car- 

7 carloads. . 

2 carloads . . 
I carload .. 
I carload... 

I carload... 
I carload... 
I carload... 
I carload... 

I carload... 

Xiles, Ohio via Potomac 


Terra cotta 


Yard, to Columbia, 
S. C. 
Ravenna, Ohio, 
to Youngstown, Ohio. 

Cincinnati to 



Day ton ( Miam i Conser- 
vancy District), Ohio. 
Lawrenceville, 111., 



to Maitland, Ohio. 
Akron, Ohio, 




to various points. 

Cumberland, Md., 

to New York City. 

Akron, Ohio, 
to Boston, Mass. 

Cleveland, Ohio, 

to Memphis, Tenn. 
Cleveland, Ohio, 



Auto tires 

Sheet iron 




to Cincinnati, Ohio. 
Cleveland, Ohio, 



Roof cement 

Roof cement 


to Marion, Ind. 
Cleveland, Ohio, 

to Philadelphia, Pa. 
Cleveland, Ohio, 

to Council Bluffs, Iowa. 
Cleveland, Ohio, 



Steel parts 

Roof cement 


to Buffalo, N. Y. 
Cleveland, Ohio, 

to Louisville, Ky. 
Cleveland, Ohio, 

to Jacksonville, Fla. 
Roby, Ind., 


Cleveland, Ohio. 
Roby, Ind., 



Cleveland, Ohio. 
Roby, Ind., 



Cleveland, Ohio. 
Robv, Ind., 



Cleveland, Ohio. 
Waukesha, Wis., 



Cleveland, Ohio. 
Waukesha, Wis., 



Cleveland, Ohio. 
Roby, Ind., 





Empty cases 



Cleveland, Ohio. 
New Philadelphia, Ohio, 

to Milwaukee, Wis. 
New York, N. Y., and 

Cincinnati, Ohio, 

to Cleveland, Ohio. 
Cleveland, Ohio, 

Household goods. 



to Zelienople, Pa. 
Cleveland, Ohio, 

to Fairmont, W.Va. 
Knoxville, Tenn., 

to Cleveland, Ohio. 
Long Island Citv, N.Y., 





Building tile 


to Cleveland, Ohio. 
Cleveland, Ohio, 

to Buffalo, N. Y. 
Akron, Ohio, 

Iron shingles 


to Philadelphia, Pa. 

Canton, Ohio, 

to Ironton, Ohio. 
Cleveland, Ohio, 



to Canton, Ohio. 
Sandusky, Ohio, 

to Dover, Ohio. 
Elvria, Ohio, 

Strip steel 

to Winton Place, Cin- 
cinnati, Ohio. 
Elyria, Ohio, 
to Chicago, 111. 

Baltimore and Ohio Magazine, May, igzi 

Retiims of Freight Solicitation Cards by Baltimore and Ohio Veterans and 

Other Employes Two Weeks 

Ending April 30 — Concluded 



Company Solicited 





L. T. Kegler, 

The Fox Furnace Co., 


I carload... 

Elyria, Ohio, 

Elyria, Ohio. 

Elyria, Ohio. 

to Decatur, 111. 


J. A. Gallowav, bag. agt., 

Louis Grebb, 

Crushed oyster 

2 carloads.. 

Baltimore, Md., 

Baltimore, Md. 

Baltimore, Md. 


to Custer, Ohio, and 

St. Louis. Mo. 


P. T. Horan, G. F., 

Seymour, Ind. 


2 carloads. . 

Fairmont, W. Va., 

Seymour, Ind. 

to Seymour, Ind. 


P. T- Harrigan and 

Jos. SoisSon Fire Brick Co., 


I carload... 

Bailey Point 

J. Wardly, 

Connellsville, Pa. 

to Davidson Yard, Pa. 

Connellsville, Pa. 


P. J. Harrigan and 

The Aaron Co., 


I carload... 

Chicago, 111., 

J Wardlv, 

Connellsville, Pa. 

to Connellsville, Pa. 

Connellsville, Pa. 

P. J. Harrigan and 

The Aaron Co., 


I carload... 

Mt. Airy, N. C, 

J. Wardly, 

Connellsville, Pa. 

to Connellsville, Pa. 

Connellsv-ille, Pa. 


P. J. Harrigan and 

G. Corrodo, 


3 carloads.. 

Connellsville, Pa., 

J. Wardly, 

Connellsville, Pa. 

to S. Easton, Pa. 

Connellsville, Pa. 

Business recorded above totals 196 carloads of freight, secured by 44 veterans and other employes, and represent- 
ing 72 different shippers or consignees successfully solicited. 

Remarks on the cards indicate that this was for the most part new and competitive business, and in many instances 
additional promises of future shipments wore made. In one case a carload a week of new business was promised and in 
another 8 to 10 carloads a month. 

General satisfaction with Baltimore and Ohio service was expressed. 

These shipments are being traced through division oflBcials to see that the business was secured, whether it 
was new, and the Baltimore and Ohio revenue derived. 

This campaign is evidently having broader results than indicated \ the returns of our solicitation cards, as Division 
Freight Agents have reported in a number of cases substantial shipmei secured by Baltimore and Ohio employes and 
Veterans for which no cards have been made out or returned. 

H. O. Hartzell, 

Manager Commercial Development 

Business-Getting Campaign 

{Continued from page 5) 

identified with this business-gefting 
campaign are agreed, however, that 
the return postal cards reported in 
this Hst do not by any means repre- 
sent the amount of business secured. 
The campaign has Hterally outgrown 
the postal card idea and although all 
those having postal cards and getting 
business are urged to send them in, it 
is certain that a great many cases of 
business actually secured have been 
consummated without any report 
being made of them. 

Our employes in general have un- 
doubtedly seen the mutual benefit 
which will come to all connected with 
the Railroad if this campaign finally 
shows the big results which develop- 
ments at the present time indicate. 
They like the idea of getting business. 
They want to demonstrate to their 
friends and acquaintances that the 
Baltimore and Ohio can also be prop- 
erly spelled "Best and Only. " They 
feel that during this critical time, 
when a friend gained for the Railroad 
is probably a friend who will stick by 
the Railroad, they can get a surplus 
of result in the rendering of good serv- 
ice and the getting of new business, 
the good results of which will be 
multiplied as general business condi- 

tions gradually get back to the nor- 
mal. They remember that about 60 
per cent, of the gross revenue re- 
ceived for every carload of freight 
is distributed back to themselves 
through the payroll. 

There probably never was a time 
before in the history of the Company 
when united effort in business-getting 
will count for as much as it does now. 
Our facilities are in such condition as 
to enable us to handle quickly and 
satisfactorily all business offered. 
That means that those becoming 
patrons of the Railroad now will con- 
tinue to be patrons years hence. And 
it also means that every new patron 
of the Baltimore and Ohio will become 
a missionary for our service and bring 
other patrons to use it. If we believe 
in our Railroad — as most of us do — 
now is the time to prove that belief by 
doing everything in our power to in- 
crease its prosperity. The Railroad 
needs it and the employes connected 
with the Railroad need it. In help- 
ing the one we help the others. And 
if we put back of this campaign the 
earnestness and hard work that some 
of our fellow employes have been and 
are showing, it is our confident belief 
that it will not be long before pros- 

perity will again be in the saddle, to 
the resulting benefit of us all. 

Read the illustrations following, 
this article, illustrations that show 
several of the many angles at which 
this business-getting campaign can be 
approached. Each one is an inspira- 
tion to the employe who realizes 
that his own welfare is prospered only 
as the prosperity of the Railroad in- 

Veteran G. F. Wright, Newark, 

Ohio, Chapter, Puts His 

Name on Honor Roll 

PRESIDENT D. H. Moriarity 
of the Newark, Ohio, Chapter 
of Veterans, reports that on 
March 19 a return post card was sent 
to E. N. Kendall, division freight 
agent, by Veteran G. F. Wright, 
indicating that on his solicitation the 
Wehrle Company of Newark had 
shipped a carload of stoves to Spear 
& Company of Pittsburgh. 

This fine bit of business-getting 
suggests this interesting thought: 
Spear & Company are one of the best 
known mail order houses in the East 
and do a large mail order busi- 
ness out of Pittsburgh. Assuming 
that this carload of stoves was han- 
dled to their satisfaction by the 
(Continued on page 20) 


Baltimore and Ohio Magazine, May, ig2i 

An Anonymous Letter Which is Published and 

Answered for the Information 

of All Employes 

Here is the Letter 

The following letter was received on March 30 by the 
editor of the Baltimore and Ohio Magazine : 

Martinsburg, W. Va., March 29, 192 1. 
Baltimore and Ohio Magazine : 

In reply to your February Magazine on page 5, 
I wish to say that the people of this cit}^ beg to differ 
with your article. 

The Blair Stone quarries, two miles east of here, say 
that they have orders enough to run one year if the>- 
could get the cars to load. But claim the Baltimore and 
Ohio cannot supply them with cars. Why? The said 
quarries furnish stone to some of the largest mills around 
Pittsburgh and they are waiting for the stone, but the 
Baltimore and Ohio Railroad cannot furnish the cars. 

Cumbo >'ards are four miles west of this city There 
are loaded cars there which have been switches around 
over three weeks just to kill time. Why? 

It took Mr. J. IM. Miller seven days to get some 
potatoes from Hancock to here, a distance of about 23 
miles. Why' Most all the shops have closed down 
and claim there is nothing to do. Why ? 

Our stores claim they cannot get their supplies over 
the road. Why ' 

The Baltimore and Ohio are having their repairs 
done elsewhere. Why? 

I should be pleased to have some of these questions 
answered through }-our Magazine. 

(Signed) An Employe Furloughed. 

There are few anon^inous letters received in the 
Magazine office, most employes apparently understand- 
ing that any letter signed by an individual employe 
and sent to the Magazine will be treated in strict con- 
fidence, if that is requested, and that any question 
affecting the Company and its relationship with the 
public and with its employes, will, if asked in sincerity^ 
be received in the same spirit and given courteous 

There was something about the above letter, however, 
which made it clear that although signed anonymously, 
there was back of it a real perplexity on the part of the 
writer and a sincere desire to ha\'e the questions which 
he had asked and which were undoubtedly worrying 
him, answered as quickly as possible. Hence, the editor 
of the Magazine sent copies of the letter to the depart- 
ments whose activities on the Railroad were the subject 
matter of the questions asked, with request that these 
questions be investigated and answered. 

It should be explained here that the article referred 
to in the first i. paragraph of the employe's letter was 
placed in the Magazine to let every employe know of 

the necessity for curtailment and economy wherever 
possible and in every department of the Railroad. It 
showed, for instance, that in October, 1920, the Balti- 
more and Ohio loaded and received from connections 
302,528 cars, and that in January, 192 1, this figure had 
fallen to 194,651 cars, a decrease of over one-third in 
business handled during the short period of three months. 
It mentioned many ways in which the Company was 
attempting to save money and it urged every employe 
to help. In the caption of the article it said specifically : 

"To the employe who Jor any reason doubts the 
necessity for the most rigid economy during this period 
of decreasing business, the facts here presented will be 

Evidently the facts presented were not convincing to 
the employe who wrote this letter, although we believe 
that if he had given the article thoughtful consideration, 
he wotold have understood the real necessity for curtail- 
ment and economy in every direction. The facts pre- 
sented in the article questioned are a matter of open 
record on the books of the Interstate Commerce Com- 
mission in Washington. The original copies of the follow- 
ing letters, which answer point by point the questions 
raised by the inquiring employe, may be seen in the 
Magazine office at Mount Royal Station, Baltimore. 
at any time. 

Here are the Answ^ers 

Answering question in regard to cars 
supplied the Blair Limestone Com- 
pany of Martinsburg, W. Va. 




Martinsburg, W. Va., March 31, 192 1. 

Mr. J. D. Clarke, Superintendent of Transportation, 

(Central Building), 
Baltimore and Ohio R. R. Co., 
Baltimore, Md. 

Dear Sir — We understand you have had up with Mr. 
Jud Kline, yardmaster at ^iartinsburg, the matter of 
car supply at Martinsburg, about which we complained 
on March 29 in a letter to Mr. J. L. Hayes, division 
freight agent. 

For your information would say that the writer was 
advised about 7.30 a. m. on March 29 by our hydrate 
lime foreman that there were no more cars for loading 
at the hydrator, whereas he had orders for several cars 
to be loaded dvu-ing the day. I immediately called the 
local vard office, and was advised by Mr. Kline that 

Baltimore and Ohio Magazine, May, iQ2i 


there had been no box cars brought up from Brunswick 
the night before, even though we had placed an order 
for six box and eight hoppers. He fiirther said that 
they had been getting very few box cars from Bruns- 
wick lately. He advised, however, that he thought he 
could fix us up by securing empties in the local yards, 
according to statement in our letter to Mr. Hayes. 
This was promptly attended to by Mr. Kline, and cars 
were received at Blairton about ii o'clock. These 
cars, of course, took care of our requirements for the 
day, but had special shift not been made, we would 
have had to load lime in our storage all day. As it 
was, this was only necessary for about three hours. 

It was not so much that we complained regarding the 
shortage on Tuesday as the fact that we understood 
that the main bulk of box cars were being moved west 
for grain, and this led us to believe that if cars were 
going west, we would have difficulty in securing empties 
for our prospective lime orders. Our complaint, there- 
fore, in our letter of the 29th to Mr. Hayes covers the 
shortage of Tuesday, March 29. 

As to car supply since we resumed operation February 
21, would say that there has not been a day when we 
have not had empty cars in our yard when we stopped 
work at 5.00 p. m. There were several occasions, how- 
ever, when the proper class of equipment was not 
placed at the proper loading points, and we were held 
up in loading material until the shifter came into the 
yards on the next trip. 

There were also several occasions when cars were not 
at the proper loading points when work started in the 
morning, just like the case of March 29, yet on taking 
the matter up with the yard office, they very promptly 
gave us relief when it was possible to do so. We did 
not complain regarding this matter owing to the fact 
that our orders were not very urgent, and we were able 
to either store lime in our stock room, or in extra trucks 
until the cars were at the proper location. 

Therefore, on the whole, the car servace since we re- 
sumed operation has been very satisfactory except on 
the occasions as mentioned above. 

One thing, however, we do wish to add is that Mr. 
Judd Kline, yardmaster at Martinsburg, certainly seems 
to have tried in every way to take care of our require- 
ments when it was within his power to do so, but it 
seems the trouble, as a rule, has been elsewhere, just as 
it was on the 29th, when cars were ordered from Bruns- 
wick by the local yard office and were not set off for 
placing owing to the order for movement of cars west 
for grain loading. 

Trusting this is the desired information in this matter, 
we are, 

Yours very truly, 


(Signed) Ward McLanahan, 

« General Superintendent. 

Editorial Xotc: 

It will be noted that any anxiety Mr. McLanahan 
may have had concerning car supply given by the Bal- 
timore and Ohio was occasioned by the impression that 
we were sending all box cars west for grain, as stated in 
third paragraph* of his letter. Having in mind the situa- 
tion last fall, when there was such a severe shortage of 
cars, it is quite natua'al that he would be concerned. 
However, Mr. McLanahan was advised during the first 
part of April that we were not sending any box cars 
west for grain. 

Ariswering questiofis concerning 
a — Switching of cars in Cumbo 

b — Reported shipment of potatoes 
to J. M. Miller.* 

*(There is no J. M. Miller in Martinsburg, the person in 
question probably being M. J. Miller, grocer.) 

Baltimore, Md., April 14, 192 1. 
To the Editor of 

Baltimore and Ohio Magazine: 

Referring to 'phone conversation with my chief clerk, 
and your memorandum of April i, enclosing copy of 
anonymous letter signed by "An Employe Furloughed," 
for your information, treating on the subjects referred 
to, would advise as follows: 

1. Cumbo Yard: Check fails to develop where cars 
laid around for three weeks, as claimed. On the con- 
trary, the yard situation at that point will not permit 
of such an occurrence. 

2. Shipment of potatoes to Mr. Miller at Martins- 
burg: Mr. Miller claims he received no such shipment. 
He did, however, order some potatoes at one time, but 
the party would not ship them. 

3. Car supply, Blair Limestone Quarry: General 
Superintendent McLanahan of that firm states that he 
experienced no car shortage. The only complaint he 
made was on March 29, when empties were received 
late ; further advises that since they resumed operations 
on February 2 1 , there has not been a day when they did 
not have empty cars in the yard when they stopped 
work at 5.00 p. m. 

Yours truly, 

(Signed) E. W. Scheer, 
General Superintendent. 

A nsivering question in regard to Mar- 
tinsburg stores being unable to get 
their supplies over the road. 



Martinsburg, W. Va., April 8, 1921. 

Mr. J. L. Hayes, Division Freight Agent, 
The Baltimore and Ohio R. R. Co., 
Cixmberland, Md. 

Dear Sir — A report that the merchants of Martins- 
burg were getting poor freight service on your railroad 
was called to my attention by the Chairman of our 
Transportation Committee about a week ago. During 
the past week I have visited a large percentage of our 
merchants and I have failed to find any one of them 
dissatisfied with the service being given by the Balti- 
more and Ohio. I again called the matter of freight 
service to their attention at a meeting held yesterday 
and everyone present appeared well satisfied with the 
service of the past several months. 

Cordially yours, 

(Signed) Wm. H. Pfau, 

{Continued on page 32) 


Baltimore and Ohio Magazine, May, 1921 

Timber Preservation Making Big Savings in 

Cost of Tie Renewals 

By F. J. Angier 
Superintendent Timber Preservation 

{Additional pictures and charts illustrating this article will he found on pages 36 and jy) 

EXCEPTING fuel, the largest 
single item of material expense 
on a railroad is cross ties. How 
many of vis give it more than a pass- 
ing thought? Do you Baltimore and 
Ohio men know that during the past 
20 years the average number of cross 
ties used annually on our Railroad 
was approximately 2,000,000; that 
the average life of those ties was 
about 10 years? Do you know that 
today the Baltimore and Ohio has 
approximately 27,000,000 ties in track 
and that about 10 per cent, of these, 
or 2,700,000, fail each year? 

Do you know that the cost of ties, 
like everything else, has increased 

and that the b'est white oak ties cost 
$1.75 each and red oak ties $1.65?' 
A very few years ago these ties could 
be purchased for one-third of this 
amount. Do you know that the 
purchasing price represents only a 
fraction of the cost in track and that 
a tie costing $1.65, when there is 
added the cost of inspection, freight, 
treatment, installation, fastenings, 
supervision, etc., represents an ex- 
penditure of about $3.50? Not all 
the ties put in track cost this much, 
however. The ties are graded, the 
prices of each grade, effective IMarch 
I, 192 1, being as shown in Table A 
on this page. 

Table A 


Group Ua 

Groot Ud 

Group Ta 

Group Tb 

Group To 

Group Td 


$ .80 

$ .60 

$ .70 


$ .50 















1. 25 








1. 65 




Table B 

Schedule of Class and Grade of Cross Ties to be Used 
Cumberland Division 

IN Renewals, 

Class and Grade 

First Choicb 

Second Choice 

Third Choice 

Main Tracks 

Weverton to Piedmont, 

Altamont to Terra 

Alta, Newburg to 

Grafton Patterson 

Hard treated 4-5 (tie 


White oak 4-5 (tie 

Heart pine 4-5 (tie 

Creek Cut-off, Mag- 
nolia Cut-off 

Piedmont to Altamont, 
and Terra Alta to 

White oak 4-5 (tie 


Branch Lines 
Berkeley Springs 
Branch, South 
Branch Baker 

White oak 1-2, chest- 
nut 1-2 

White oak 3 

White oak 1-2 

nent serviceable culls. 

Chestnut 3-4-5. 

Branch, Raccoon 
Valley Branch, 
Hardman Branch . . . 

Side Tracks 
Lead and Passing 
tracks; yard and 

Hard treated 1-2; soft 
treated i -2 (tie 

Chestnut 3-4-5. 

Repair, temporary and 
storage tracks 

Treated or non-treati 

Note — All ties 8K' long, unless otherwise designated. 

Selection of Ties for Various Conditions 

The better grades of ties are used 
under heavy traffic and important 
tracks, and the cheaper under light 
traffic and less important tracks. It 
is the dutji of those who are con- 
tinually studying such conditions to 
determine the relative economy of 
each grade and where each should be 
used. Tie renewal schedules have 
been carefully prepared for each 
division on the System. These 
schedules show the most economical 
ties to use under different conditions 
of traffic, giving first, second, and 
third choice. Table B, schedule for 
the Cumberland Division, accom- 
panying this article, will illustrate 

This schedule was prepared for 
three reasons : 

1. To define the most economical 
tie for every condition of track and 

2 . To assist in the most economical 
distribution of ties and to locate the 
producing districts where purchase 
may be extended with advantage. 

3 . To locate and define those track 
districts where, on account of the 
combination of curves, grades and 
traffic, treated ties ought not to be 

The most economical tie for each 
condition of track and traffic was 
determined from two factors : 

1. The cost in track complete. 

2. Assumed life in years. 

The assumptions as to how long 
different classes and grades of ties 
will last under varying traffic are the 
result of an extended investigation in 
which the experience and opinion of 
58 engineers and trackmen were 
made use of. The}' are men of promi- 
nence in matters concerning track 
and ties, most of them being Balti- 
more and Ohio officials. 

The cost per year is the vmit of 
comparison used; this is the total 
cost in track, divided by the assumed 
life in years plus the interest at 6 
per cent, on the total cost in track. 


Class Ta, Grade 5, treated tie 
costs in track — $2.72, including tie 
plates. If it lasts 14 years its^annual 
cost is:. 

Baltimore and Ohio Magazine, May, 1921 


Sizes of Various Grades of Ties 

Sawed or Hewed 
Grade Top. Bottom and Sides 


Sawed or Hewed 
Top and Bottom 

3 6 


>2.72 = $0,194 


$2.72 X 6% 


Annual cost $0,357 

From the data accumulated as to: 

1. Annual tie consumption and tie 
supply, present and anticipated; 

2. The relative quality of the same 
class of ties grown in different dis- 
tricts ; 

3. The most economical tie, First, 
Second and Third choice; 

4. Minimum haul; 

the tie distribution is to be carried on. 
The districts where grades, curves 
and traffic conditions combine to 
make derailments likely, or to cause 
frequent rail changes from regauging, 
respiking, etc., have been deteiTnined 
upon by : 

1. Inspection on the ground. 

2. According to weight of locomo- 
tives used. 

3. By examination of profiles. 

4. By questioning track and oper- 
ating officials. 

Attention has been given to the 
difference in size of ties both 8' and 
8|^', as this is of importance. 

Ties Bulk Big in Railroad's Expenses 

The President's Annual Report 
shows that the average purchasing 
price of ties for the year 1919 was 
$1.26. To this we may add a like 
amount for inspection, freight, treat- 



ment, fastenings, installation, super- 
vision, etc., making the actual num- 
ber of ties used in 1919, 2,461,941 at 
$2.52 each, representing an expendi- 
ture of $6,204,000. 

What is true of the Baltimore and 
Ohio applies to all other railroads, 
and you may, perhaps, 
be surprised to know 
that all the railroads in 
the United States use ap- 
proximately 1 2 5 ,000,000 
cross ties annually. Do 
you know that the tim- 
ber in this country is 
fast disappearing, and 
that we are now using 
it four times faster than 
it grows? 

Small Percentage of 
Treated Timber 

Mr. A. R. Joyce, presi- 
dent of the American 
Wood Preservers' Asso- 
ciation in 1920, in an 
address before the First 
American Congress, said : 
"The railroads are 

using over 90 per cent. 

of the treated timber 

today, and yet the 

figures on cross ties, 

which represent the 

largest item of treated 

forest products, show 

that for the 5-year 

period, 1913-1917, inclusive, an 
average of 28.5 per cent, of the 
ties used are being treated. 

"Over 2,000,000,000 board feet 
of lumber is used every year in 
the construction and mainte- 
nance of freight equipment, and 
practically none of it is being 

You will now ask what is being 
done to conserve our timber. Space 
will not permit further general facts 
that could be presented, so we pro- 
pose to tell you briefly what the 
Baltimore and Ohio is doing. 

Baltimore and Ohio a Leader in 

In 'a former article, you were made 
acquainted with the Green Spring 
timber treating plant. This plant is 
treating 1,000,000 ties a year. It 
was built 7 years ago and since 
that time has treated approximately 
24,000,000 cubic feet of timber, con- 
sisting of 6,000,000 cross ties, 663,000 
cubic feet of switch ties, 2,000,000 
square feet of timber, 118,000 cubic 
feet of piling and 12,000,000 tie plugs. 

These figures may be more easily 
comprehended by presenting a few 
pen pictures. 

If this timber was all in the form 
of cross ties, laid side by side and 
touching each other, they would make 
a solid sidewalk 7 inches thick, 8}4 
feet wide and 1000 miles long, or 
from New York to Chicago. 

If they were laid end to end, they 
would reach from New York to San 
Francisco and back to New York; 

p. J. Angler 

Superintendent Timber Preservation and First Vice-President of 

American Wood Preservers' Association 


Baltimore and Ohio Magazine, May, igzi 

then again across the United States 
and some distance out in the Pacific 

It required more than 50,000 cars 
to deHver this material to the plant 
and distribute it over the System. 
If these cars could be made up in one 
big train, it would be 400 miles long 
and require about 500 of our heaviest 
locomotives to haul it. 

If we say that there is a slack of 
two inches between every car of our 
big train, the engines would have to 
move over a mile and a half before 
the caboose would start. 

If the head engine whistled in the 
flagman, it would take one-half hour 
for the sound to reach him (assuming 
it could be heard that distance), and 
then the flagman could not signal the 
engineer (because of the curvature of 
the earth) unless he was in a tower 
as high as the Baltimore and Ohio 
General Office Building in Baltimore. 

As stated above, we commenced 
treating at otir own plant about 7 
years ago. Prior to that time, we 
ptu-chased a few treated ties from 
commercial plants, and our records 
show that the first treated ties put in 
track on the Baltimore and Ohio 
System was in 1909. During that 
year, only 17,534 treated ties were 
used. In the year 1920, 1,450,961 
treated ties and 1,250,820 untreated 
ties were used, the percentage of 
treated to untreated being 54 per 
cent, for that year. At the begin- 
.ning of this year, the Baltimore and 
Ohio had approximately 10,000,000 
treated ties in tracks, and, if we 
assume that in all tracks there are 
27,000,000 ties, this shows a per- 
centage of nearly 38 per cent, treated 
ties in track. 

Treating Ties Makes Big Savings in 

You will now ask what it cost to 
treat these ties and what the saving 
is. For the 7-year period, the aver- 
age cost was about 30 cents per 
tie. The cost in the last two years 
has very much increased, as has the 
cost of everything else. If we take 
the average cost of 30 cents and say 
that the treatment only doubles the 
life (with most species it will triple 
or quadruple the life) , we then get a 
new tie for every tie treated. This 
is due to the fact that the cost of 
treatment offsets the cost of installa- 
tion. If all of our ties were treated 
and the treatment simply doubled 
their life, then our renewals would be 
reduced 50 per cent, and we would 
save approximately 1,500,000 ties a 
year. Saying that each tie put in 
track costs $2.50, the saving on 
1,^00,000 ties would be $3,750,000. 

Why We Use the "Card Process" 

The Baltimore and Ohio has adopt- 
ed as their standard treatment a 
mixture of chloride of zinc and water- 
gas-tar, or what is known among 
wood-preservers as the card process. 
Some of us who have made a close 
study of wood preservation for many 
years believe this process to be the 
most economical for our climatic 
conditions. Coal tar creosote is con- 
ceded by all to be the best preserva- 
tive known today, but this preser\'a- 
tive is too expensive with our present 
track fastenings and the short me- 
chanical life resulting therefrom. In 
other words, it is not economical to 
treat a cross tie to resist decay during 
a period of 20 years or more, when 
we expect it to fail from rail cutting, 
spike cutting, etc., in 15 years. To 
preserve it from decay for only so 
long as it will last mechanically, 
seems the logical thing to do. 

The Proof of Tie-Treating Economy 

You may now ask where we get our 
knowledge as to the life of the various 
kinds of cross ties, treated and un- 
treated, and from a decaying and a 
mechanical standpoint. The answer 
is, from the observation of mainte- 
nance of way men and from experi- 
mental test tracks that have been 
carefully made and watched for • a 
number of years. The Baltimore 
and Ohio have several such test 
tracks scattered over the System, 
some of which are 6 to 10 years 
old. Other railroads have longer 

The Forest Products Laboratory 
made over 2000 tests on about 70 
species of timber to determine their 
resistence to crushing when the force 
is applied at right angles to the grain, 
as in the case of cross ties. 

The following results are based on 
wood in green condition : 

Crushing Strength of Cross Ties in Per 
Cent, of White Oak 

Kind of Tie 

Fiber Stress 
at Elastic 
Limit Per- 
to Grain. 
Bounds per 
square inch 

Fiber Stress 
in Per Cent. 

of White 
Oak, or 853 
pounds per 
square inch 

Osage orange 2260 

Honey locust 1684 

Black locust 1426 

Post oak 1 148 

Pignut hickory 1 142 

Shagbark hickory. . . . 1070 

Big shellbark hickory . 997 

Yellow oak 857 

White oak 853 

Bur oak 836 

White ash 828 

Red oak 778 

Sugar maple 742 

Rock elm 696 

Beech ; . 607 

.Slippery elm 599 

Redwood 578 

Bald cypress 548 

Red maple 531 

Hackberry 525 

Longleaf pine 491 

Tamarack 480 

Silver maple 456 

Yellow birch 454 

Tupelo 451 

Black cherry 444 

Sycamore 433 

Douglas fir 427 

Shortleaf pine 400 

Sugar pine 353 

White elm 351 

Western yellow pine . . 348 

Lodgepole pine 348 

Red spruce 345 

White pine 314 

Arborvitae 288 

White spruce 262 

Butternut 258 

Basswood 209 

Black willow 193 

116. 9 
100. o 

97 I 

91 .2 











53 • 5 

53 2 











24 -5 

Many other kinds of wood are 
used for ties, but from the species 
above given nearly 100 per cent, 
of all the ties used by the railroads 
of the United States are cut. 

The estimated life of treated and 
untreated ties in the United States, 
as published by the U.S. Department 
of Agriculture, Bulletin No. 118, of 
November 9, 19 iS, is as follows: 

Table C 
C. B. & Q. Test Tracks 



Per Cent. Removed 
Account of Decay 

Per Cent. Removed | xotal Removed 
Account of Other Causes | 




Bur- TT^fH Str. 
nett ; Unt d ^^^ 














K. t; 







■ • * 




• 19 
. 40 

7 59 
2 71 

8 76 
7 80 
5' 85 
61 86 
4 87 






















II. 8 
16. 1 

21 .2 

































Percentage figures are accumulative. 

Baltimore and Ohio Magazine, May, 1921 


Estimated Life (All Ties Properly 

Treated Treated 

with 10 with 15 

_ Un- Pounds Pounds 

bPEClES treated Creosote ZincChlo- 

per ride per 

cubic foot cubic foot 

Black locust 20 

Redwood 12 

Cedar 1 1 

Cypress 10 

White oaks 8 

Longleaf pine 7 20 

Chestnut 7 H " 

Douglas fir 6 15 11 

Spruce 6 14 11 

Western pine 5 17 12 

White pine 5 14 10 

Lodgepole pine 5 16 11 

Tamarack 5 15 '^ 

Hemlock 5 15 n 

Red oaks 4 20 12 

Beech 4 20 12 

Maple 4 18 12 

Gum 3 16 II 

Loblolly pine 3 15 'o 

The card process may be expected 
to give a life about midway between 
the creosote and the zinc chloride 

The cost of treating with the card 
process is slightly more than with 
zinc chloride but very much less 
than with straight creosote. 

The Burlington Tests 

The C. B. & Q. Railroad instaUed 
experimental test tracks on each 
division in 1908. In each test track 
1000 ties were laid out-of-face. 
Twenty different kinds of wood were 
used, treated with three processes, 
viz.: straight creosoting, Burnettiz- 
ing or zinc chloride, and card. Also, 

untreated ties of each kind were 
included in the test. These ties were 
carefully treated and an accurate 
record maintained. 

An inspection of these test tracks 
made the latter part of 1920, after 11 
years, gave the results shown in 
Tables C and D. 

The graphic chart reproduced in 
another part of this article was taken 
from Mr. J. H. Waterman's Eleventh 
Annual Report and the table show- 
ing the average years' life at the 
eleventh year period was compiled 
from his report. These ties were 
treated and placed in track in 1909 
under my supervision. Mr. Water- 
man succeeded me as superintendent 
timber preserv^ation and has very 
ably and faithfully inspected these 
ties each year. Every man, from the 
general superintendent down to the 
section man, has received very em- 
phatic instructions from the Manage- 
ment regarding these experimental 
ties and not a single tie is permitted 
to be removed from the right of way 
until it is thoroughly inspected by 
Mr. Waterman or his representatives. 
The thorough manner in which the 
ties were treated and installed in 
these test tracks and the very careful 
way in which they have been looked 
after by Mr. Waterman during their 
II years' existence, are proof that 
the results are probably as accurate 
as can be made. With this knowl- 
edge the results obtained from these 
test tracks are considered by wood 
preservers as among the best records 

Table D 

C. B. & Q. R. R. Experimental Ties 

Average Years of Life at 11 Year Period 

Kinds of 

Account of Decay 

Account of Other Causes 

Percentage Remaining 

IN Track 

Str. ^„j Bur- tt_,.j '. Str. 
Oreo. ^^^ nett , ""t d | ^reo 

C'ri.. , Card ?- u„,.d Su^ | Card | ^- Unfd 




Cottonwood . . 


Soft maple 

Red gum 





Hard maple. . . 

Pin oak 

Red oak 


Loblolly pine . 


Tamarack ... 
Tupelo gum . 
White oak. . . 

Average life .... 

Average p e r - 
centage re- 
maining in 









10.94 10.80 

91 10 
00 10 

54 II .00 10 

































1 00 



94. G 


93 2 

93 5 

100. o 




91. 1 



• 9 
1 .0 






95 3 




we have today of treated and un- 
treated ties in track. 

The table of average years life at 
the eleventh year period shows very 
little difference in the treated ties. 
During the next 4 or 5 years, no 
doubt, a much greater difference 
between the processes will be appar- 
ent. The percentage of ties still re- 
maining in track shows that with 
straight creosote 95.3 per cent, are 
stni doing sendee; with the card 
process 87.6 per cent., and with the 
Bumettizing process 79.8 per cent. 
The story is altogether different with 
the untreated ties, which shows that 
the average life is but 5.81 years and 
only 6.4 per cent, are left in the track. 
If we exclude chestnut and white oak, 
which are not usually treated, the 
average life of all the other untreated 
ties is 5.24 years. In another year, 
we can reasonably expect that all 
the untreated ties will have been 
removed, while 75 per cent, or more 
of the treated ties will stiU be in 
service. This will show at a glance 
the wonderful results we can expect 
by treating our ties. 

If we wish to assume that i r years 
ago we treated all the ties placed in 
track that year (say 2,700,000) with 
straight creosote, our renewals dur- 
ing that time would have been 126,- 
900 ties. Assuming they were all 
treated with the card process, the 
renewals would have been 334,800 
ties, and if treated with the Bumett- 
izing process, the renewals would 
have been 545,400 ties. As we are 
using the card process on the Balti- 
more and Ohio, we would have used 
210,600 ties less each year than we 
would have if treated with the 
straight zinc chloride or Bumettizing 

The approximate cost of ties in 
track treated and untreated, which 
includes first cost of tie, plus treat- 
ment, freight, installing, tie plates, 
supervision, etc., is as follows: 

Straight creosote $3-19 

Card process 2 . 66 

Bumettizing process 2 . 54 

Untreated 2.18 

Assuming that 11 years ago we 
placed 1000 of each process in track, 
and as the ties decayed they were 
replaced in kind at same cost per tie, 
we could expect the following results : 

Straight Creosote 

lOGO ties at $3.19 = $3190.00 
Failed by decay 1.2 per cent, or 

12 ties at $3.19 $38.28 

Renewals 1.2 per cent, or 12 ties 

at $3. 19 38.28 

Original cost 3190.00 

Total $3266.56 

Average annual cost per tie ... . $0 . 2970 


Baltimore and Ohio Magazine, May, iq2I 

Card Process 
looo ties at $2.66 = ^2660. 00 
Failed by decay 3.3 per cent, or 

33 ties at $2.66 $87.78 

Renewals 3.3 per cent, or 33 ties 

at $2.66 87.78 

Original cost 2660 . 00 

Total S2835 . 56 

Average annual cost per tie. . . . $0.2577 

Burnettizing Process 
1000 ties at $2.54 = $2540.00 
Failed by decay 9.4 per cent, or 

94 ties' at $2.54 $238.76 

Renewals 9.4 per cent, or 94 ties 

at $2.54 238.76 

Original cost 2540.00 

Total $3017.52 

Average annual cost per tie. . . . $0.2743 

1000 ties at $2.18 = $2180.00 
Failed by decay 87.^ per cent, or 

875 ties at $2.18 $1907.50 

Renewals 87.5 per cent, or 875 

ties at $2.18 1907.50 

Original cost 2 1 80 . 00 

Total $5995 ■ 00 

Average annual cost per tie ... . $0. 5450 

On basis of annual requirements of 
2,700,000 lies, the cost wotild be as 
follows : 

Straight Creosote 
2,700,000 X $0.2970 $801,900.00 

Card Process 
2,700,000 X 0.2577 $695,790.00 

Bximettizing Process 
2,700,000 X 0.2743 $740,610.00 

2,700,000 X 0.5450 $1,471,500.00 

Saving of 

Card process over — 

Straight creosote $106,110.00 

Burnettizing 44,820.00 

Untreated 775,710.00 

The Future Tie Supply 

Where are we to look for our future 
supply of ties? 

The United States Forest Service 
informs us that the original forests of 
the United States are estimated to 
have covered 822 million acres. Over 
two-thirds of this area has been 
ctilled, cut over, or burned. There 
are left today about 137 million acres 
of virgin timber, 112 million acres 
of culled and- second-growth timber 
large enough for sawing, 133 million' 
acres partially stocked with smaller 
growth and 81 million acres of dev- 
astated and practically waste land. 
Three-fifths of the timber originally 
in the United States is gone. We are 
taking about 26 billion cubic feet of 
material out of our forests every 
year and growing about 6 billion feet 
in them. 

The American Forestry Associa- 
tion says: 

"The bulk of the original supplies 
of yellow pine in the South will be 
gone in 10 years, and within 7 years 
3000 manufacturing plants will go 
out of existence. 

"Fire destroys over $20,000,000 
worth of timber every year and kills 
the reproduction upon thousands of 
acres of forest lands. 

"Within 50 years our present tim- 
ber shortage will have become a 
blighting timber famine." 

Dr. Herman von Schrenk, in an 
article appearing in the Railway 
Maintenance Engineer for October, 
1920, says: 

"The conclusions to be reached by 
a careful study of the Forest Service 

figures indicate that the American 
railroads need not worry for some 
years to come. There will doubtless 
be changes in the source of supply, 
changes in the kinds of woods used, 
changes in the methods to make 
certain types of wood better fitted 
for cross tie purposes and probably 
changes in first cost. 

"The second source of supply will 
be from countries in Central America 
and South America. From time to 
time during the last 30 years there 
have been sporadic tie shipments of 
one kind and another from tropical 
countries, but this field of supply has 
practically not been touched. At 
the present time numerous offerings 
are being made of various kinds of 
tropical woods. Mexico has a forest 
area of approximately 20 million 
acres. The mountain and highland 
forests are composed largely of pines. 
The tropical forest extends along the 
edges of the Central Plateau and con- 
tains a large number of tropical 
hardwoods, there being some 85 
different species of oak. 

"Guatemala, Nicaragua and the 
Central American republics have 
large supplies, most of which, how- 
ever, are located on the western side. 
On the Gtilf of Mexico side there are 
considerable pine forests. 

"The chief tropical resources, how- 
ever, are in South America. It is 
almost impossible to state the actual 
extent of these resources. The Andes 
Mountains are forested for practi- 
cally their entire length and very 
little of the timber in the mountains 
has been cut. Brazil has probably 

Standard method of piling ties 

Baltimore and Ohio Magazine, May, iQ2i 


Employes of our Timber Preservation Plant at Green Spring, W. Va. In the front row on Mr. Angier's right is 

E. E. Alexander, Supervisor of Plants 

the largest area. The woods are all 
extremel}' hard with no resemblance 
whatever to the woods found in the 
United States. Venezuela and Co- 
lumbia, although with fewer forests, 
can also be counted upon for a very 
large future supply. 

"While vast quantities of timber 
are undoubtedly available in the 
tropics, attention should be called to 
the fact that immediate unlimited 
uses of these resources can hardly be 
l(X)ked for. Tropical timbers grow 
in dense jungles, and their fitness for 
use as ties in the United States is 
as yet almost wholly unknown. Most 
species have very hard woods which 
in their native lands may have given 
excellent serv^ice as railroad ties, 
bridge timber, etc. When brought 
to the northern temperate regions, 
however, many of these very excellent 
woods fail utterly when used in the 
form of track ties. These hard woods 
split and check when exposed to the 
wide extremes of temperature run- 
ning from zero to 125 degrees F. or 
more. In other words, they are 
unable to withstand the expansion 
and contraction to which they are 
naturally subject in most of the 
regions of the United States. 

' 'As there is no means of foretelling 
what any trojjical wood is going to 
do, it is obvious that the purchase of 
any particular number of any species 
must be attended with considerable 
risk. During the last 30 years a 
large number of species have been 
imported, but owing to unfavorable 
records both as to their names, origin 
and }-ears of service, correct data as 

to their fitness for tie purposes are in 
most cases wanting. Sufficient is 
known, however, to indicate that the 
purchase of tropical woods in the form 
of ties, irrespective of what country 
they come from, should be consum- 
mated only after the most careful 
investigation as to their names and 
after 3'ears of trial in small quantities 
of definitely identified species in 
actual track service in the United 

Substitute Tie 

While a large number of ties have 
been invented to replace the wooden 
tie, none of them have proven en- 
tirely successful. About 25 railroads 
are now experimenting with substi- 
tute ties and in time something will 
doubtless be found, but we may 
expect the treated wooden tie to be 
in the lead for many years to come. 
In fact we may say that timber pres- 
erx'ation is in its infanc}', and we 
must look more and more to it for 
the conser\'ation of our timber. 

Relation tetween forest Jepletion and 
forest growth (m blllrons of cubic _fcct > 

I 2.5 J ~l 

Cut anJ Oes;>-u^-tijn ^>i'iu.j.'.'u 
I 6J I 


I 1-4 O I 

Cut anJ DcstruciiOn 

I 12 o 


Cut ^nd Oestructicri 


Diagram reproduttJ from Foretl Service report of June 1st. 1921 
"T%mker Depletion, Lumirr Pnas. Litmb«r tsp*rts," €tc. 

The Fable of the Four Men 

' ' I got off a street car this morn- 
ing, " said a doctor to me, "and being 
in no hurry, I began moralizing on 
the actions and probable character 
of three men who had alighted just 
ahead of me. The first one was even 
then halfway down the block and 
was going on with such rapid strides 
that he had already put a couj^le of 
hundred yaids between himself and 
the next man. 'The:e,' thought I, 
'goes a hustler— a man who's bound 
to succeed in hfe.' The second man 
was walking slowly, and impressed 
me as one who would do fairh- well 
in the world. But the last fellow 
was just dawdling along in the most 
shiftless sort of way. I very quickly 
set him down as a loafer. Just then 
another idea came to me: All three 
were ahead of me!" — New York 

Sayings of "Dinty Moore," Car 

Distributor, Cincinnati 


You can't make a man mad by 
kidding him, but. you can b}- just 
laughing at him. 

Some girls are so modest that they 
blush when they see a pile of un- 
dressed lumber. 

When a girl is going with a fellow 
she thinks that she has the only fish 
that is in the sea, but after she gets 
him, she discovers that she only 
caught a crab. 


Baltimore and Ohio Magazine, May, iq2I 

For the Hill-Billy's Girl 

By Frank Kavanaugh 

THE track described a sharp 
cur\^e. Such a curve on level 
ground wotild not have mat- 
tered much, but here the tracks were 
some lo or 15 feet below the ground; 
it was one of the worst curves and 
cuts on the Crosbie Branch of the 
Great Midland. 

Crawford eased the throttle in a 
bit as he entered the curve, and as 
the engine heeled over to the track 
elevation he let his hand slip from 
the throttle to the airbrake valve 
handle. The fireman, who was watch- 
ing him, called across the space be- 
tween the left and right hand seats. 

"It's all right! That country- 
road's not traveled once in a coon's 
age. None of the yaps ever come 
this way!" 

"This may be the once, " Crawford 
returned. The train, coasting on the 
level track, was decreasing speed 
slightly. The engineer leaned far 
out to get a view of the track from 
a point as far away as possible. As 
it was the pilot of the engine was 
nosing around the curve within 60 
feet of the wagon road crossing when 
the hand on the airbrake tightened 
and a second later the brake-shoes 
gripped and half a minute later the 
engine ground to a standstill with 
its pilot about two feet distant from 
a? motor car. In the car sat a girl, 
while down at the front end an old 
man frantically twisted the crank, try- 
ing, to start the engines. When he 
saw the locomotive had come to a 
standstill he breathed a sigh of relief. 
Crawford stepped off the engine and 
came around to the front end. 

"Nearly got you that time, old- 
timer," he said cheerfully. "If I 
hadn't pinched her down your car 
would have been junk by now. " 
Then, for the first time he saw the 
girl. She looked very white and 
very helpless. "Excuse me. Miss," 
he hastened to say. "Why didn't 
you jump?" 

"My father — " The girl's lips 
closed as she looked toward her 
father. He took up the line of con- 

"No Clover County Buchanan 
ever jumped or showed fear of the 
Great ^> Midland Railroad," the old 
man said. "You might have killed 
my daughter, but I'd have killed you 
and two or three more like you in 
revenge. " He began cranking again. 

Crawford motioned to the fireman 
and one of the trainmen who had 
come up. 

"We'll get your car off the crossing 
for you, " he told the old man. " Be 

more careful next time. I used the 
crossing signal twice back there, and 
the old No. 80 has a good whistle if it 
hasn't anything else. " 

The old man stepped aside, the 
three railroad men pushed the motor 
car in the clear and the train went on. 

Crawford had been on the run but 
one trip. He "bid in" the run on 
the Crosbie Branch more as a joke 
than anything else, and was deter- 
mined not to keep it longer than nec- 
essary, or until business picked up 
so that he coiild have a regular run 
on the main line. 

For the Crosbie Branch was the 
joke of the system. From the main 
line it meandered up into the hills 
for 50 miles. The hills were in- 
habited by a people who had moved 
there from England and vScotland 
when the country was young, and 
they still clung to most of their tra- 
ditions. One of these traditions 
seemed to be that they must fight 
ever}' innovation, and this included 
the Great Midland Railroad. Time 
after time when the one train hap- 
pened to be late and dark overtook 
it before it had made the terminal, 
the " ping " of a bullet was no stranger 
to the trainman who sat near his 
light. But the passenger car at the 
rear of the train was never molested, 
principally because it might have as a 
passenger a wavfarer from these very 

"We're glad you bid it in," Craw- 
ford was told as he prepared to go 
down to take the new run. "We 
can't hold men down there and the 
State won't let us abandon it. No 
trainman has ever become chummy 
with those natives, but you might 
try. Why those people will haul 
their corn 20 miles sooner than give 
us a carload. You see, when the 
branch was built we had to condemn 
some of their property and they've 
never gotten over it. Good luck! 
You may get shot down there and 
you could get half shot, for it's lore 
that every man jack in those hills is a 
moonshiner. " 

And it was on Crawford's very first 
trip that he came within four feet of 
killing a Buchanan of Clover County! 

For a week after the near-accident 
Crawford saw nothing of the Buchan- 
ans and little of the other hill peo- 
ple. Then the first frost came over 
the hills and he saw the men and 
women in the little cornfields gathering 
the 3'ear's crop. More than one gun 
leaned against the field fence so that 
the trainman could see — and heed. 

It was at the same cut and curve 

and as he was in the habit of doing 
he "eased up" as the engine poked 
its nose around the bend. This 
morning, as he saw the crossing first 
he thought the occurrence of his first 
trip would be repeated. Then he 
saw that Buchanan pere and the 
daughter were safely at one side of 
the track. 

But the old man again was fran- 
tically turning the crank. There was 
no response from the motor car's 
engines. Cra\A-ford glanced at his 
watch. There would be time. He 
stopped with the 80 square across 
the wagon road. 

"Some sort of trouble you're hav- 
ing with that old boat, Mr. Bu- 
chanan," he said. "I once owned 
one of the same sort ; maybe I can fix 
it for you. Good morning, Miss Bu- 
chanan, " he added, touching his cap 
to the girl. 

The old man let go the crank and 
turned to the engineer, his eyes blazing : 

"You — ' " He hesitated, as if the 
proper word would not come. 

"Yes, I once owned one. Sure 
makes ^-ou hot turning that crank," 
he said, ignoring the old man's ire. 
"Let's see." He pulled open the 
hood and inspected the inward work- 
ings of the car, trying several nuts 
of the ignition system. Finally he 
found what he was looking for. The 
old man stood near, amazement writ- 
ten on his face. No Great Midland 
man, since he could remember, had 
ever become familiar with a Bu- 

Crawford found a loose connection, 
tightened it, seized the crank, gave 
it a turn and the engine purred, 

"There," he said. "Now we'll 
]3ull up and you can go on. Better 
take half an hour tonight and tighten 
those connections. If you'll be 
around here tomorrow I'll bring you 
a new battery cell or two. " 

It was the girl who replied. "We 
do not care to go on now. We want- 
ed to get to the switch before this 
train got there." She pointed back 
under the hood. "Aimt Jane wants 
to go to Cro.sbie. " 

"I'll just pull up and let her on 
here," Crawford said. "You spot 
the car, " he said to a brakeman who 
had come up. "And don't forget to 
tighten those loose connections to- 
night and I'll bring those dry cells 
tomorrow. They're 40 cents each. 
The last sentence was added as an 
afterthought. It might, he thought, 
be well not to offer a present to a 
Buchanan of Clover County on such 
short acquaintance. 

"Aunt Jane" made the trip to 
Crosbie, and Crawford delivered the 
dry batteries to the old man the next 
dav at the crossing and received a 

Baltimore and Ohio Magazine. May. iq2I 


surly nod of thanks and his pa\-. The 
girl did not put in an appearance. 

Winter came down over the hills 
and Crau^ord saw little of the hill 
people and nothing of Buchanan or 
his daughter. One day, when the 
hills were covered with snow and it 
stood deep in the gullies, he laid oft" 
a trip, deadheaded to the crossing 
and walked down the wagon road, 
now a dead white strip of snow 
through the forest. Half a mile he 
had walked when a turn in the road 
brought him almost to the door of a 
log house, built, as are many in the 
hills, with a porch or open space be- 
tween the rooms at the ends. A 
young lad was crossing the open space 
but stopped still for an instant when 
he saw a stranger. Then he retraced 
his steps and ran back. 

About two seconds later Crawford 
sto]jped still. And it was well he 
did so. The door opened about two 
inches and through the aperture the 
barrel of a rifle projected. Then a 
feminine voice asked: 

"What do you want, stranger?" 

"I am hunting the home of Air. 
Buchanan," Crawford explained, 
standing very still. 

"This is it," the woman's voice 
replied. "What do you want?" 

"I am the engineer on — " 

"You're the man that crippled 
pappy and if you don't go away before 
I can count 10 I'll kill you. " 

"But, madam, I — " 

"One — two — three. " 

" — haven't killed or crippled any- 
one — " 

"Four — five — six. " 

Someone ducked out of the door 
under the rifle barrel. It proved to 
be the girl. 

"You brought daddy some new 
batteries and when he cranked his 
car it ran over him and nearly 
killed him and ran on down the hill 
and smashed on a tree. " 

"That wasn't the fault of the 
batteries — he left the clutch in." 

"Seven — eight — nine. " 

"Dodge around the house before 
mammy shoots. She can't load for 
a few minutes. " 

Crawford dodged and the bullet 
whizzed near his ear. The weapon 
was withdrawn and the door closed, 
leaving the girl outside. She came 
to where Crawford stood. 

"Come down to the stable," she 
said. "We'll talk about it there and 
mammy won't follow us down there 
to shoot. If she does I'll stand in 
front of you. " 

Obedientlv Crawford followed. 

Obediently Crawford followed her 

Six men were gathered in the gen- 
eral offices of the Great Midland, 
around a highly polished table. An 
electric fan, which incessantly turned 
around and around, kept them cool. 
Outside, 10 floors below, lay the 
pavement, sweltering, shining, hot 
and dusty. The men were comfort- 
able, but the heat had its effect on 
them. They were short-spoken, and 
quick retorts were bandied around. 
"Let's hear the report of the freight 
department, now, " a big man at the 
head of the table said. 

"And trust to luck it will not be 
as bad as that of the passenger de- 
partment, " one of the men added. 

"The passenger department has 
no magicians in its personnel," an- 
other retorted. "We can't grab 
passengers out of thin air and make 
them pay fares. " 

A clerk began on a voluminous 
package of papers and read on in a 
monotonous tone. All at once the 
man at the head of the table sat 

"During the year ending June 30, 
the Crosbie Branch has — " 

"Air. President, I move you we be 
spared the anguish of hearing just 
how much the company has lost on 
the Crosbie Branch, " one of the men 
said. The clerk had ceased reading. 
His companions smiled and the 
clerk resumed. 

"During the year ending June 30 
the Crosbie Branch has aided ma- 
terialh^ in furnishing both local and 
through freight hauls. The inhabi- 
tants of the country through which 
the branch operates appear to have 
at last awakened to the necessity 
of modem farming methods. Corn 
which was once destroyed or used 
for fuel now is being fed to cattle and 
we have a good tonnage from that 
source. The hostility toward the 
Great Alidland Railroad, formerly a 
deterrent to our business on the branch, 
has disappeared and the inhabitants 
help, rather than hinder the opera- 
tion of the road through the hill 
section. It is said — " 

"Is that fiction you are reading?" 
asked one of the men. "I have made 
several inspection trips over that 
branch and never without trouble. 
One time several shots were fired 
through the car — because we used 
electric lights and they were brighter 
than the oil lamps burned by the 
natives. " 

"Burwell dictated that report and 
if Burwell ever thought about any- 
thing larger than a dollar mark — 
3^ou know Burwell." 

"What's the matter with those 
hill-billies, then?" 

"They've began to love the G. M., ' 
that's all. " 


Baltimore and Ohio Magazine, May, igzi 

"People as clannish as those hill- 
billies never love nor hate without 
a reason. They hate all people not 
of their class because they have had 
that hatred handed down to them for 
generations. But as for lo\nng the 
G. M. — I'd like to know why. Bur- 
well hasn't been sending new men 
down there to stir up traffic, has he? " 

"No. The last one he sent there, 
when we first took over the branch, 
left his hat and coat somewhere and 
ran all the way to the main line. " 

"We'll go upthere on our inspection 
trip. Those hills are cool, anyhow." 

The officials' sjjecial pulled around 
the \v\Q and onto the Crosbie Branch. 
The smooth-riding rails of the main 
line gave way to the clickety-click 
of the joints of the branch. The big 
cars screeched around the hills, over 
rivulets and through cuts that turned 
the daylight into t"\vilight within the 
cars. At length the train reached 
the one telegraph station between 
the terminals of the branch. Here 
the engineer stopped with the tank 
under a spout while the men aboard 
stepped off on to the little platform. 
There was no one in sight but a soli- 
tary child. He stood and gazed at 
the strange train. 

"Where's the agent, sonny?" one 
of the big men asked. 

"He's down at the cattle pens 
helping load a lot o' hogs. " 

"I'll go down and get him, sir," 
the conductor said; "tmless we get 
orders against the regular train we will 
have to wait here for it. It's due in 
15 minutes, and I'm not sure about 
the capacity of the siding below here." 

"We'll wait," the official said. 
"This is an interesting place. And 
as the agent is busy I see no reason 
for interrupting him. " 

The trainmen backed the special 
to the switch and headed it into the 
siding, while the officials stretched 
their legs. Presently several na- 
tives came from the little village 
and looked with wonderment at the 

"Wonder if Bill brought those 
furriners here?" one of them in- 
quired of the other. 

"Mebbe they own the road," the 
other remarked. 

"Do you live here?" one of the 
officials asked, .seeking an acquaint- 
ance with the men. 

"Down the crick," the hill-billy 
replied. Then, seeking information, 
he returned : 

"You-all own this road?" 

"We are officials, and own stock, 
yes. " 

"Does Big Bill know yer coming 

"I don't think I understand." 

"Don't you know Big Bill!*" 

"Not by that name." 

For a few seconds the men whis- 
pered together. 

"Bill Crawford's his name. He's 
going to marry old man Buchanan's 
girl next Sunday." 

"What position does he occupy?" 

"He's the engineer here. When 
old man Buchanan got hurt with his 
auto car Big Bill went with him to the 
city and got him well in one of the 
hospitals. Old man Buchanan's the 
boss of these hills and after that the 
old man said we were not to shoot at 
the trains any more and give 'em all 
the freight we could and we done it. 
Bill's going to marry the Buchanan 
girl Sunday. She's going to quit 
teaching &ova\ at 32 school house 

A long station whistle sounded and 
the station agent and several men 
ran up from where they had been 
loading the hogs. The car was 
switched out and the branch train 
made ready to leave. The official 
who had made the acquaintance of 
the hill-billies caught Crawford as 
he was oiling around. 

"You're Big Bill Crawford?" he 

"My name is Crawford," the en- 
gineer replied, carefully placing a . 
squirt of oil on a link. 

"I happen to be general manager 
of the Great Midland, " the man 
said, "and I've heard what you did 
to cause the people of these hiUs to 

give us their business and quit 
shooting at trains. Anything we can 
do to show our appreciation for what 
you did?" 

Crawford set the oil can in the 
gang\vay and turned to the official: 

"All that was needed was someone 
to get the friendship of these peo- 
ple. My mother-in-law shot at me 
the first time I called, and I had to 
do some tall explaining to keep from 
being mobbed. But I've got their 
friendship and the road's getting the 
benefit. I'd like — " He hesitated. 

"A promotion?" the big man in- 

' ' No, sir, ' ' Crawford said. "When 
I'm tired of this I'm going to take 
over my wife's farm. I've got a 
tractor working on it already, al- 
though I may run an engine for many 
years yet. But I'd like a pass for 
two for the honeymoon — just a pass 
good an\^vhere on the G. M." 

"It will be here Saturday evening 
— by special messenger, " the official 
said. "And as we operate our own 
diners on this system the hone\Tnoon 
will be at our expense entirely. I'll 
send a man from the freight depart- 
ment down with it, and see that he 
gets acquainted with the people." 

Cra^^^ord's conductor gave him a 

" I'll marr\- him to ojie of old man 
Buchanan's girls," Crawford said, 
as he swung on his engine. "He's 
got three more left after I take mine, 
and three other farms to give them. " 

Business-Getting Campaign 

{Continued from page p) 

Baltimore and Ohio, as it undoubt- 
edly was, it is not beyond the bounds 
of probability that they might be 
influenced by this fact to give our 
Road some business that we have 
ne\'er had before. As success makes 
success, so business makes business. 
The fellow with a large circle of ac- 
quaintances has an easy time selling 
his proposition compared wnth the 
stranger in town. The more solici- 
tations that we make for our Com- 
pany, whether they result in imme- 
diate business or not, the more ship- 
pers and passengers know that we are 
anxious to prove to them the superior- 
ity of Baltimore and Ohio ser\'ice and 
the oftener will they give us a trial. 

Are you making friends for the 
Company you work for? Whether 
you are a freight handler, a trainman, 
clerk or whatnot, there is scarcely a 
move that you make that does not 
make or unmake friends for the 
Baltimore and Ohio. Railroad em- 
ployes are constantly being watched 
by the traveling and shipping public, 
especially in these days when the 
railroads bulk big in public interest. 
During these critical times hundreds 
of our employes are trying hard to 
represent their Company, and the 
thousands of ways in which it affects 
the public welfare, in the proper 
light. Such is the privilege and the 
duty of every emploj-e. 

This Officer Goes After Them in Earnest 

SOON after the business-getting 
campaign started on the Balti- 
more and Ohio a staff officer in 
the general offices in Baltimore deter- 
mined that he was going after his 
share svstematicallv. First he iotted 

down a list of all the people he knew, 
social and business friends and ac- 
quaintances who might be able to 
bring some business to our rails, then, 
with all of them in mind, he worked 
u]) a general letter, -slrert enough to 

Baltitnore and Ohio Magazine, May, iQ2i 


make it practicable to send to each 
of the 70. The gist of the letter was 

Dear Mr. Brown — Because of you knowl- 
edge of railroads you may think that the 
Baltimore and Ohio is "just another rail- 
road." We, who work for it, however, 
believe that it is gi\'ing just a little better 
service than other railroads — that it lives 
up to the nickname we have given it of 
"Best and Only. " 

Right now we need business pretty badly, 
and we have the freight and passenger cars 
and the engines to handle all that we can 
get, and employes who are sufficiently in- 
terested in handling the business in A- 1 
shape, to give all of our customers 100 per 
cent, satisfaction. I know this not only 
from personal experience, but also from the 
testimony of many of my friends and ac- 

Just a trial or two of our service, passenger 
or freight, will demonstrate the truth of 
this, and make you a good friend of the 
Baltimore and Ohio. 

If you decide to give us a trial, I would 
appreciate it ver\' much if you would let me 
know what you think of our service. 
Yours sincerely. 


P. S. — You may have thought that you 
have to go to the Rockies and beyond for 
wonderful scenery, but if you have never 
ridden the Baltimore and Ohio by daylight 
from Washington to Pittsburgh, you have 
yet to discover that right on our line we have 
something which is just as fine as they have 
in the Far West. It has an appeal all its 

To date this official has had many 
replies, all favorable to his letter, and 
indicating considerable revenue for 
the Company. One man wrote him 
that he expected to go with four 
friends to New York via a competing 
road but that the soliciting letter 
changed his plan and that he coidd 
therefore take credit for five fares, 
Baltimore to New York and return. 
There was over $60.00 in this busi- 
ness alone, all "velvet," for it shoidd 
be remembered in connection with 
passenger business that it costs onh^ 
an insignificant amount more to 
handle 200 on a train than it does 
150 or fewer. 

Excellent Freight Service Brings Passenger 
Business to Railroad 

IT HAS been generally recognized 
that a fine ]:)assenger ser\'ice on 
a railroad is invaluable in in- 
fluencing freight traffic to the same 
line. That undoubtedly is one reason 
why fast and beautifully-appointed 
passenger trains have long been con- 
sidered splendid advertisements and 
investments for the roads running 
them, even if they have been expen- 
sive to operate. 

Not so often do we hear of the less 
showy service in the freight depart- 
ment bringing passengers to the Rail- 
road, although this probably happens 
very often. The following letter is 
a good example of this: 

March 30, 1921. 
Mr. George S. Harlan, 
Division Freight Agent, 
Baltimore, Md. 

Dear Sir — We often note articles in our 
Magazine in regard to some freight traffic 
secured through the influence of our excellent 
passenger service and following a pleasing 
and satisfactory^ trip over the Baltimore and 
Ohio by some of our patrons. Consequently 
I am prompted to relate a conversation had 
with one of our good freight patrons, Mr. 
Benjamin Moomaw, president of the Vir- 
ginia Fruit Growers, Inc., Staunton, Va., 
when in his office recently. 

Mr. Moomaw was dining with a friend at 
the New Willard, Washington, D. C, a 
short time ago. The fritend remarked that 
he was taking a trip to St. Louis that 
evening and when. Mr. Moomaw inquired 
what road he intended to use, he mentioned 
a competing line. When Mr. Aloomaw 
asked why, he said that line had the best 
reputation. Mr. Moomaw followed by 
saying that the Baltimore and Ohio had 
equally as good Pullman service, better 
dining car service, and an altogether better 
atmosphere prevailing, the employes seem- 
ing to have a much better idea of, and dis- 

position for, service. As you have some 
knowledge of the power of argument pos- 
sessed by Mr. Moomaw, it is needless to say 
that we secured his friend as a passenger to 
St. Ix)uis. 

This gentleman stated that he was 
prompted to such action by the close and 
efficient attention given his freight business 
by our line, whose officers and employes 
seem to have a better conception of what 
service means to a freight patron; there- 
fore he felt that he owed us this slight 
return in recognition thereof. 

Mr. Moomaw further stated that he did 
not believe that he had given our line the 
freight patronage this season commensurate 
with the service rendered but that he 
would see that we received our full share 
next season. 

As the foregoing was entirely voluntary 
on the part of this gentleman, I was much 
pleased to note the friendly relations exist- 
ing between him and our Traffic Depart- 

Yours truly, 

W. F. Harrison, 

Traveling Freight Agent. 

Copy, Colonel W. V. Shipley, 
District Passenger Agent, 
Washington, D. C. 

Here, you will note, that a pleased 
patron of our freight ser\-ice has done 
the unu.sual in actually soliciting aiid 
getting passenger business for the 
Baltimore and Ohio. This is really 
a principal reason why any of us are 
employed by the Railroad. And if 
all our employes could be imbued 
with this idea and would practice it 
daily in the office and out, i. e., to 
secure the greatest number of dollars 
each day for our Company, it would 
not be long before the results wottld 
be ])lainly evident and the benefits 
shared by all. 

Fill 'Em Up 

GENERAL Passenger Agent 
George W. Squiggins, Cin- 
cinnati, issued a letter on 
March 31 under the above caption, 
which was posted in such places in 
his territory- as to attract the atten- 
tion of our employes. 

Mr. Squiggins mentioned "Billy" 
Sunday's building his big tabernacle in 
Cincinnati at a cost of about S40.000 
with the enormous number of small 
subscriptions which he got for that 
purpose, and correctly draws the 
comparison of one more passenger in 
each Baltimore and Ohio passenger 
car, and what a big increase in our 
aniiual revenue it would mean. 

Figure it out for 3'ourself and see if 
you cannot be one of those to bring 
this about, boost our gross receipts 
and help pass prosperity around. 

Personal Service Like This is 
Bound to Get Business 

By Charles T. Allen 

Janitor, 24th and Chestnut Streets Station, 


IN OUR fine old depot here, we 
have a way of making travelers 
feel that we are their friends, and 
that verily they have found the 
"Road of Hospitality." 

Frequently we have passengers 
who stop over for a few hours, and 
who desire to see as much of the city 
as their limited time will allow. In 
such cases, some of our employes, 
with whom these patrons of the 
Road come in contact, give them an 
itinerary for short trips, based on the 
amount of time available, making 
allowance for possible delays, and 
making as few changes of cars as 
possible so as to prevent our patrons 
from going astray. 

Our employes spare no trouble in 
helping passengers who are timid and 
unacquainted with the city. Not 
long ago a woman passenger, stop- 
ping off here after banking hours and 
having very little money with her, 
wished to have a check cashed. One 
of our women employes located an 
acquaintance of the passenger, who 
identified the traveler at one of the 
night banks. The employe con- 
sumed about two hours of her own 
time in doing this and merely felt 
that she had done her duty. She 
has also, on several occasions, es- 
corted girls to their destinations, 
when she considered them in need of 

We believe such help on our part 
to be otur duty to our fellows, and at 
the same time we know that it en- 
courages passengers to use our Road 


Baltimore and Ohio Magazine, May, iq2I 

Picture at top shows Chicago Opera train pulling into Pittsburgh; center, Mary Garden; at bottom of page, unloading some of the 75-'oot drops, Pittsburgh Yard; 
upper left, George BaklanofI; upper right, Lucien Muratore; lower left, Galli-Curci; lower right Rosa Raisa 

^^^ the devotees of the theatre. 
Connoting the intimate Hfe of the 
folks of the footlight. their every day 
humors and the unvarnished realism 
of their business; piled high with the 
drops and scenes and props that the 
genius of the producer transforms 
from tawdry illusion behind the 
curtain to amazing actuality before; 
breathing along with its all too 
ubiquitous dust and fresh paint the 
sacred atmosphere of the "stars" 
that have trod its well-worn board — 
"back stage" is as much a tanta- 
lizing curiosity to the bespectacled 
old lady matinee fiend in the pit as 
it is to the so]:)homoric youth whose 
idol stands third from the left in the 
second row of the chorus. And it is 
"back stage" where starts the job of 
the transportation manager of a 
great opera company. 

While the principals are still taking 
curtain calls from an enthusiastic 
audience, and the gallery gods still 
acclaim "bravo, bravo," expert stage 
hands are already tearing down the 
last set, and with the amazing facility 
which comes with long years of ex- 
perience, piling the great forests, 
gardens, castles and cathedrals (the 
canvas copies) into the long wagons 
for transport to the railroad yard. 

Moving a single great production 
is a big enough job, requiring great 
skill in the handling of scenery, and 
intimate knowledge of the capacity 
of railroad yards and baggage cars, 
and of transportation schedules. The 
immensity of the task of moving a 
great opera company like the Chicagc > 
Opera Association, with its large 
repertoire and its numerous person- 
nel, across the continent and back, 
can therefore hardly be imagined. 
Handling this important work for 
the Chicago Association is Edward 
Kent Bixby, transportation manager, 
formerly connected with the Penns}-!- 
vania Railroad. And associated very 
pleasantly with Mr. Bixby on a con- 
siderable part of this trans-conti- 
nental movement of his company 
during the month of March was the 
Baltimore and Ohio Railroad. 

One of the six trains which trans- 
ported some of the properties of the 
Chicago Company from Chicago to 
New York, for the New York season 
in February, made a splendid record 

This Technical Error Needs 

On page 34 of the April issue there 
was printed "Method for Squaring 
Walschaert Valve Gear" by W. J. 
Dixon, assistant master mechanic, 
HoUoway, Ohio. Mr. Dixon's draw- 
ings, accompanWng the article and 
as received in the Magazine office, 
were correct, but in having these 
drawings redrawn for reproduction, 
an error was made in Figures No. 6 
and 7, two figures shown being in- 
correctly placed. Correct drawing 
of these diagrams is as follows: 

Back. Motion 

Forward Motion 

Fig. 6 

Back. Motion 

Forward Motion 
Fig .7 

Method of squaring Walschaert Valve Gear 

We regret that an error of this kind 
should have crept into the Magazine. 

To My Wife 
By E. V. B. 

The trees, the grass, the sunshine and 

In June days make me muse for 

hours — 
Of a home in the South where dreams 

come true, 
And Life's afternoon could be spent 

with you. 

No place on earth could appeal to me 
Like a cottage small by a Southern 

Sea — 
With a shady yard and fragrant 

And you and me through the golden 


Baltimore and Ohio Magazine, May, IQ2I 


You Wouldn't Throw a Hundred Dollars 
in the Gutter — 

Then Why Be Responsible for Any Part of Loss and 
Damage Claim Payments, a Sheer Waste in Revenue? 

By C. C. Glessner 
General Freight Claim Agent 

WE HAVE yet to meet the man 
who doesn't make mistakes. 
And it isn't the fellow who, 
once in a while, makes the kind of an 
error of which all men are susceptible, 
that we are after. On the other hand, 
we feel contident that if the employes 
who are responsible for some of the 
costly and careless errors that run 
up our claim payments so high each 
year, could come to our department 
and go over a hundred or more of 
these, they would wonder, with us, how 
it is that so many of them can occur. 

So we are here asking some simple 
and direct questions of the classes of 
employes responsible in the handling 
of freight for most of the losses that 
sap our revenues. Will not those to 
whom these questions apply give 
them earnest consideration? It will 

help a great deal in conserving our 
revenues and in "passing prosperity 
around," if they will. 

Mr. Receiving Clerk: Are you 
responsible for accepting shipments 
for transportation not in accord with 
Rule 5 of Consolidated Freight Clas- 
sification No. 2 — specific instance 
shown in the large picture below? 

Do you check all shipments tendered 
for transportation with bill of, lading 
and shipping order to see that marks 
agree; that containers are sufficiently 
strong to carry to destination and 
that you receive all you sign for? 

Mr. Car Inspector: Are you pass- 
ing box cars for the loading of high 
grade merchandise with defective 
roof, sides, bottom, or floor, and sides 
full of nails and other obstructions to 
damage the high class merchandise, as 

shown in accompanying photograph? 
During the j'ear 1920 we received 
copy of 104,552 damage reports 
which were the result of someone's 

Mr. Loading Clerk : Are you load- 
ing shipments in the proper cars and 
showing correct information on ship- 
ping orders, etc., or are you loading 
shipments in one car and shomng 

another record ? 
year we received 
astray waybills, 

During the past 
copy of 145.425 
indicating many 

shipments loaded into the wrong car 
or revenue billing not made or im- 
properly forwarded to meet ship- 
ment. Are you responsible? 

Mr. Stowman: Has the heavy 
freight been loaded on floor of car 
and the light freight on top, carefully 
stowed, broken down and braced 
before permitting car to go forward? 

Mr. Bill Clerk: Are you billing 
out shipments in accord with ship- 
ping orders or are you making errors 
in your billing by billing shipments 
to the Pittsbvirgh that happens to be 
in Texas, Kansas, Oklahoma or Ken- 
tucky, that should go to Pittsburgh, 
Pa.; or to the Philadelphia in the 
States of Tennessee, West Virginia, 

Upper left: Thousands of dollars are lost each year in shipments damaged by rough handling of cars— here's where our trainmen can help. Upper right: Pro- 
truding nails and other obstacles cause much costly damage and car inspectors can avert a good deal of it by proper inspection. Lower: Shipments tendered 
for loading in this condition should not be accepted, and receiving clerks can save much by the exercise of good judgment in such cases 


Baltimore and Ohio Magazine. Alay. ig2i 

Mississippi or Indiana, that should 
go to Philadelphia, Pa.; of to the 
Charleston in West Virginia, Utah, 
Tennessee or South Carolina; or to 
the Charlestown in Indiana, New 
Hampshire or Ohio, that should go 
to Charles-Town, W. Va.? Similar 
errors are made daily. 

Mr. Trainman: Are you responsi- 
ble for making the fl>'ing switch that 
damaged Baltimore and Ohio 87049, 
loaded with plate glass, badly break- 
ing it, .as shown in picture on preced- 
ing page' 

Mr. Notice Clerk: Are you re- 
sponsible for sending arrival notice 
to John Jones, 6406 Spruce Street, 
Kansas City, Kan., instead of 4606 
Spruce Street, Kansas City, Mo. ?• 

Mr. Delivery Clerk: Are you re- 
sponsible for delivering a Si 500 ship- 
ment to John Doe of Baltimore 
Street, Baltimore, ]\id.. upon pay- 
ment of freight charges, instead of a 
$15 shipment' 

Mr. Yard Clerk: Have you di- 
verted that car or cars originally 
destined to Baltimore to new des- 
tination, New York, and made neces- 
sary corrections on revenue billing!' 

The above are but a few of the 
causes resulting in loss and damage 
claims which make a heavy drain on 
our revenue, and which, you will 
agree, is the result of omissions and 
errors that can be and should be 
eliminated. Will you do your part 
in eliminating them' 

E. W. Scheer New General Manager of 

Eastern Lines 

R.B.White Now General Superintendent, Maryland District; 
E. A. Peck Succeeds Late J. F. Keegan as General Superin- 
tendent, Pittsburgh District; E. W. Hoffman Appointed General 
Superintendent, Northwest District; F. G. Hoskins Now Super- 
intendent Baltimore Division, and F. S. DeVeny Superintendent 

of Chicago Terminal 

ON APRIL 13, C. W. Galloway, 
vice-president. Operation and 
Maintenance, Baltimore and 
Ohio Railroad Company, announced 
the appointment of E. W. Scheer as 
general manager. Eastern Lines, effec- 
tive April 15, to succeed Stanton 
Ennes, resigned on January i. At 
the same time Mr. Galloway an- 
nounced other promotions as follows : 

R. B. White, formerly superinten- 
dent of the Baltimore Division, to 
succeed Mr. Scheer as general super- 
intendent of the Maryland District. 

F.G.Ho.skins, superintendent Balti- 
more Terminal Division, to succeed 

Mr. White as superintendent of the 
Baltimore Division. '' •' 

Mr. Scheer has been in the service 
of the Baltimore and Ohio for 31 
years, having started as messenger 
boy at Zaleski, Ohio, when 15 years 
old. He became in succession clerk 
and stenographer and, after being 
with the Company nearly six years, 
was made chief clerk to the superin- 
tendent of the Ohio Division at 
Chillicothe, in December, 1895. On 
January 9, 1899, he was promoted to 
secretary to the vice-president and 

general manager of the Southwestern 
Lines, at Cincinnati, being advanced 
to chief clerk to the general manager 
on February i, 1906. In July, 1908, 
the title of assistant secretary was 
added and his next appointment was 
to superintendent of the Illinois 
Division, at Flora, 111., in 19 13. Two 
years later he was transferred to 
Seymour, Ind., as superintendent of 
the Indiana Division, and on July i, 
1 9 16, he was made general superin- 
tendent of the Southwest District, at 
Cincinnati. In October of the same 
3'ear he was transferred to the North- 
west District as general superinten- 
dent and in February, 1920, placed 
in charge of the Maryland District at 
Baltimore in the same capacity. 
Mr. White, was born August 8, 
1882, first entering railroad employ- 
ment as an extra operator and agent 
on the Cincinnati, Hamilton and Day- 
ton Railway, April 17, 1900. He was 
made dispatcher on September 19. 
1902, and chief dispatcher, January 
15, 1908. On November 20, 1909, he 
became chief clerk to the general 
superintendent, at Cincinnati, and 
was then advanced to superintendent 
at Indianapolis, in March, 1910. He 
occupied the same position on the Illi- 
nois and Indiana Divisions successively, 
becoming superintendent, Philadel- 
phia Division May i, 191 7. Two 
years later he was made superinten- 
dent of the Baltimore Division, at 

Mr. Hoskins, who takes Mr. 
White's place as superintendent, has 
also been with the Baltimore and 
Ohio for a num.ber of years, having 
first become identified with it August 
I, 1907, as bridge draftsman. He 
became assistant engineer in the 

R. B. White 
General Superintendent, Maryland District 

E. W. Hoffman 
General Superintendent, Northwest District 

E. A. Peck 
General Superintendent, Pittsburgh District 

Baltimore and Oliio Magazine, May, iQ2i 


F. G. Hoskins 
Superintendent, Baltimore Division 

bridge department later during the 
same year, being made assistant 
division engineer of the Pittsburgh 
Division on March i, iqii. He was 
advanced to division engineer of the 
ConncUsville Division April 8, 19 14, 
afterwards occupying the same posi- 
tion on the Philadelphia Division, 
being advanced to superintendent of 
the Ohio River Division, at Parkers- 
burg, March i, 1916. He has since 
been superintendent at Wheeling, 
assistant superintendent at Pitts- 
burgh, general agent at Baltimore 
and, since June i, 1919, superinten- 
dent of the Baltimore Terminal Divi- 

On May i, General Manager Scheer 
announced the transfer of E. A. Peck, 
general superintendent of the North- 
west District, to the same capacity 
in the Pittsburgh District, succeeding 
the late J. F. Kccgan. On the same 
<late. General Manager R. N. Begien 
announced the appointment of E. W. 
Hoffman as general superintendent 
of the Northwest District. 

On May i, Vice-President Batch- 
elder announced that the position of 
general superintendent of the Chicago 
Terminal was abolished and that 
P. S. DeVeny was appointed super- 
intendent, vice J. L. Nichols. 

Mr. Peck was born February 22, 
1866, and on his 31st birthday 
■entered the service of the Baltimore 
and Ohio at Grafton, W. Va., as train- 
master of the Monongah Division. 
After several years in similar positions 
on the Newarjc and Connellsville 
Divisions, he became superintendent 
of the New Castle Division May 13, 
1903, in 1907 being transferred to 
Pittsburgh, where four years later 
he became general superintendent, 
the position to which he now returns. 
On January i, 1918, Mr. Peck was 

made assistant to general manager of 
Eastern Lines, at Baltimore, becoming 
general superintendent of the North- 
west District at Cleveland, March i, 

Mr. Hoffman first became identi- 
fied with the Baltimore and Ohio 
in 1 90S as general yardmaster of the 
old Cincinnati, Indianapolis and 
Western, at Indianapolis, later be- 
coming trainmaster there. He was 
advanced to superintendent of trans- 

portation February 10, 1913; to 
assistant superintendent of the To- 
ledo Division February 15, 19 14, and 
to assistant superintendent of trans- 
portation of the Southwestern Lines 
June I, 191 7. He became superin- 
tendent of the Ohio Division, at 
Chillicothe, February i, 1918, super- 
intendent of the Chicago Division 
September i, 19 19, and advanced to 
general superintendent of the Chicago 
Terminal August i, 1920. 

No Meals for These Engines While They 
Weren't Working 

Pictures Portray Practical Fuel Economy 

THE accompanying photographs 
were taken at New Castle 
Junction and Haselton engine 
houses on the New Castle Division, 
on March 20, and illustrate forcibly 
what can be done by a "live" organi- 
zation which takes advantage of 
every opportunit}' to make little 
savings in all directions. 

At Haselton on the date in ques- 
tion there were 7 engines with fires 
drawn and 7 with fires banked. 
At New Castle Junction .there were 
14 engines available for service at- 
the time photograph was. made in 
addition to a number shown on the 
two tracks at the left which were 
"laid up." Of the 14 engines avail- 

At Haselton 

The pictures show the engines laid 
up at the engine houses on the date 
in question, with fires drawn or 
banked in accordance with the stand- 
ard instructions in Circular L-685. 
This specifies the conditions under 
which fires shall be drawn or banked 
and the method of banking them in 
order to secure, the greatest practi- 
cable economy from the coal used 
under such circumstances. 

able for service, 11 had fires drawn 
and 3 had fires banked. On this 
date 25 engines were dispatched 
during the 24-hour period. 

The definite evidence shown of the 
engines with fires banked, with no 
smoke or waste of steam, indicates 
excellent supervision and conscien- 
tious eft'ort upon the part of the 
employes who were responsible for 
the performance. 

At New Castle Junction 


Baltimore and Ohio Magazine, May, ig2i 

I Safety Section 


"Ji«raiciii> iiraiiiiiijij iioni n f 




First Prize Article, "No -Accident Campaign," Eastern Lines 

By M. W. Jones 
Secretary to Superintendent, Charleston Division 

THE answer to the question, 
"How can we help in the No- 
Accident Campaign?" may be 
given in one word, ' ' Tliink. ' ' Almost 
every accident is due to one of two 
causes : thoughtlessness, or the failure 
of some one properly to perform his 
duty. Take the man who steps in 
front of the train and is killed. He 
did not think, or he would have 
remembered to Stop, Look and Lis- 
ten before stepping on the tracks. 
Take the broken rail or the broken 
wheel. If you trace back to the real 
cause you will find that some one 
failed in his duty. The rail was not 
properly examined by the track- 
walker; some car inspector did not 
properly test out the wheel before it 
left the last terminal. Which brings 
us back to our original argimient that 
most accidents may be prevented if 
we will all think. 

No one deliberately overlooks some- 
thing which will cause an accident and 
perhaps loss of life, but when the 
attention of an employe wanders from 
his work at a critical moment, that 
same moment trouble and sorrow re- 
sult. Therefore, keep your mind on 
your work, think. There is no surer 
way to prevent accidents than by 
thinking, by keeping your mind at all 
times on what you have to do. 

It has been said that "We have no 
occasion to fear for tomorrow if we 
fulfill our responsibilities of today." 
What, then, are our responsibilities 
today, as railroad employes? 

Entry into the service is an assur- 
ance that we are willing to obey the 
rules. What is the first rule that we 
find on opening our books? "Safety 
is of first importance in the discharge 
of duty." Then our responsibility 
today is first, "Safety Above Every- 
thing, " to perform our duties in a safe 
manner and under no circumstances 
in such a way as will jeopardize either 
our lives, the lives of our fellow em- 
ployes, or the lives of patrons en- 
trusted to our care. 

Do we ever think of the women and 
the little ones who place their hands 
confidingly in ours as they step on the 
train, with every assurance in their 
own minds that we will carry them 

safely to their destinations? '^o we 
realize the great responsibilicy that 
rests on us, that they are as dear to 
someone else as our women and chil- 
dren are dear to us? Think all the 
time of your duties and j-our respon- 
sibilities, and keep your mind at all 
times on your work, and there will be 
no need of a "No Accident Cam- 

Loyalty to our employes is an im- 
portant factor— in fact, is on a par 
with Safety. Without one you can- 
not have the other. How can we 
better show our loyalty than b3' mak- 
ing ours the Safest railroad in the 
world? How can we better show our 
loyalty than by constantly practicing 
safe methods, and by insisting that 
our fellow employes do so also? 

When a new man comes to work 
alongside of us let us constantly in- 
stil into him the habit of thinking, 
and of insisting on his doing his work 
safely. Whether he does not know or 
whether he is careless, it is our duty 
to show him what long experience has 
taught us to be the safe way. 

Do you remember how you felt the 
first day you entered railroad sen.'ice ? 
Do you remember how good it seemed 
to have someone take you by the 
hand and explain things to you ? " Do 
unto others as you would that they 
should do unto you, " and you will be 
helping Safety every day and every 

"By their works shall ye know them" 

Nothing more strikingly accentu- 
ates the difference between the safe 
and the unsafe worker than a walk 
through some big railroad yard, 
watching the men at work. One does 
not get on a flat car on a moving 
train when there is a box car next to 
it. The other does. One does not 
stand in front of an engine coming 
towards him and step on the pilot. 
The other does. One follows all the 
Safety rules. The other does not. 
Sooner or later the unsafe man will be 
listed on the casualty list as "Struck 
by a train," "Fell under a train," 
" Fell between the cars " or one of the 
many other ways a careless man may 
finally end his days. 

You cannot read your daily paper, 
or you cannot — if you are an official — 
pick up 3'our monthly reports of per- 
sonal injuries, without coming across 
the words, "Struck by a train." Do 
you ever stop to think when you see 
those words just what they mean? 
They mean that someone lost his life 
through not thinking, through letting 
his attention wander from his duty, 
or by disregard of the Safety rtdes 
which have been made to save life and 
limb. Do you realize that they mean 
that some mother is childless, some 
wife made a widow, some little ones 
are fatherless, just because someone 
failed to obsen^e the first and greatest 
of all Safety rules, Think? 

"Am I my brother's keeper?" 
You certainly are, and there is no 
surer way to be your brother's keeper 
than to think and make him do the 
same thing. 

The engineer starts out of his ter- 
minal with his long train, full of men, 
women and children, entrusting with 
all confidence their lives to his care. 
As he rushes through the night, he 
permits his attention to wander from 
the track ahead for a moment, with 
the result that he fails to see the red 
light of danger. The next thing his 
train is a heap of ruins, lives are 
snuffed out, and why? Because he 
failed to think of his duty all the time. 
There can be no greater Safety lesson 
than to consider these things; there 
can be no surer way to help the cam- 
paign; there can be no surer way to 
save lives and limbs and avoid suffer- 
ing than to think at all times of the 
great work we are trying to do. 

Rules are made for your guidance. 
Those who know have given years of 
their lives to the study of the best and 
safest ways to handle the railroad 
business, and because they have 
thought of us, of our families and 
friends, and of our fellow employes, 
and we should live up to these rules. 
Take from this homely little article, 
my friends, this one thought: that no 
matter what you do, no matter where 
you are or what you are, "think" at 
all times, and you will be a safe man, 
and a valuable man, and vou will 

Does Safety Pay? This Report 
Tells the Story 

By W. F. Braden 
Safety Representative 

THERE were 144 fewer employes 
killed and injured on the Balti- 
more and Ohio System in the 
first 20 days of April this year, as 
compared with the same period of 

Baltimore and Ohio Magazine, May, 1921 


last year, at the 16 points where tlie 
Safety Test appHes. 

There were seven less casualties on 
the Baltimore and Ohio Chicago 
Terminal Railroad. 

There was a decrease in casualties 
of 84 per cent, on the Eastern Lines 
and 75 per cent, on the Western Lines 
at the 16 places where the special 
Safety drive is in progress. 

These figures are for one-third of 
the period of the campaign, which 
continues for 60 days from April i. 
The report for the whole period will 
probably show similarly remarkable 

In the 20 days mentioned, three 
places, East Side (Philadelphia), Key- 
ser and Toledo made the unique 
record of 100 per cent, cut in casual- 
ties. Not an accident happened at 
any of these places in the first 20 days 
of April, 1921. Garrett was close 
with a 99 per cent. cut. 

The report of accidents to em- 
ployes for the 20 day periods of April 
this year and last is as follows: 


— r 

■yi - 2: y. 
Place Casualties 2 * ," 2 

1920 1921 B < 5 a 

New York Lines 4 3 i 25 

Eastern Lines 

East Side ( Philadelphia) 6 o 6 100 

Riverside (Baltimore. . . 24 3 21 88 

Brunswick 13 2 11 85 

Cumberland 30 3 27 90 

Keyscr 7 o 7 io<:) 

Grafton 4 i 3 75 

Glen wood 13 4 9 69 

Total — Eastern Lines. loi 16 85 84 

Western Lines 

Chillicothe 9 3 6 66 

Cincinnati Terminals. . . 21 7 14 67 

Washington, Ind 11 6 5 45 

Toledo 8 o 8 100 

Garrett II I lO 91 

Lorain 4 i 3 75 

Newark, Ohio 15 2 13 87 

Total — Western Lines 79 20 59 75 

Total System 180 36 144 80 

Baltimore and Ohio 

C.T II 4 7 64 

Disobeying Rules Cost Him 
His Foot 

Cumljerland Daily News, February 14, 1921 

Francis L. Straub, 20 years old, 243 
North Mechanic Street, while at work 
in the Baltimore and Ohio Railroad 
yards yesterday _ morning at about 
8.30 o'clock had his right foot so 
badly mangled that it was found nec- 
essary by the physicians at AUegany 
Hospital to amputate it soon after his 
arrival there. 

At the time of the accident, Straub 
was switching engines and as two cars 

were about to couple he put his foot 
between them in an effort to complete 
the coupling. The cars closed on his 
foot and his cries for assistance 
brought se^•eral of his fellow-workman 

to the scene, who extricated him. He 
was given first aid and later rushed 
to the hospital. 

Learn from His Experience, Not 
Your Own. 
.._.„„ ._„_„_. . f 



Honor Roll Shops are Those Having no Reportable Injuries 

Shops working more than 50,000 man hours during the month of March, 1921 

This Month's Honor Roll 

rN.„-B,.:.a Man Hours 
iNjLRiEh Worked 

Rank in February 


60,436 4 
=^0,206 1^ 


Cumberland (Back Shop) .... 



Rank ! 


Man Hours j 

Number of 

Man Hours 
per Injury 









Washington, Ind 



New Castle 

East Side 





Ben wood 

Glenwood (Back Shop) . 




Lincoln Street (inc. Robey 

South Chicago 

Mount Clare 

Glenwood (Master Me- 

Cumberland (Master 


























Rank i.m 



Honor Roll 






Honor Roll 






Shops Working 50,000 or Less Man Hours During the Month of March, 1921 

This Month's Honor Roll 


^WoS^ l'^'"'^ "^ February 

East Davton 






Honor Roll 
Honor Roll 
Honor Roll 


Ohio River High Yard 




Honor Roll 






Honor Roll 
Honor Roll 
Honor Roll 
Honor Roll 
Honor Roll 



Man Hours Number of Man Hours \ Rank in 
Worked Injuries per Injury February 

Ohio River Low Yard . 



Stock Yards 

East Chicago 

Cone , 


Martinsburg , 





















Honor Roll 


Honor Roll 




Honor Roll 

Total Injuries of all Shops Reporting: 
January, 200; February, 129; March, 116. 


Baltimore and Ohio Magazine, May, igsi 

Proper Clothing 

By Dr. J. H. Hodges 
Medical Examiner, JDayton, Ohio 

WE live in a climate where the 
changes of the seasons are 
marked. There are pro- 
nounced fluctuations in temperature 
from day to day, and even in the same 
day. It is, consequently, no easy 
task to fortify ourselves by suitable 
clothing against these variations in 
the temperature. 

What Makes Us Feel Warm— or Cold ? 

The object of our clothing is to 
keep our bodies at a uniform temper- 
ature for the sake of comfort, and to 
prevent interruption of the excretory 
functions of the skin through the in- 
fluence of heat and cold. The sensa- 
tion of warmth or coldness is regu- 
lated by the amount of blood sup- 
plied to the surface of our bodies. 
When we become warm, a large quan- 
tity of blood is carried to the blood- 
vessels just beneath the skin. Excre- 
tory glands take from this blood and 
secrete perspiration on the surface of 
the skin, which evaporates and lowers 
the body temperature. The opposite 
occurs when we are chilled : the blood 
is driven from the surface, and the 
skin is dried. In this manner, bodily 
heat is conser\-ed within the deeper 
tissues of the body. 

The principal materials used for 
clothing are wool, cotton and linen. 
Of these, wool is best suited for use 
in our climate, because of lightness, 
pliancy and softness, the slowness 
with which it conducts heat, its power 
of preserving the sensation of warmth 
to the skin under all circumstances, 
and the readiness with which it 
allows the escape of perspiration 
through its texture. During the 
warm months of summer, cotton is 
worn because it is then our desire to 
facilitate the escape of bodily heat. 

It is well to wear enough clothing 
to a.ssure a feeling of comfort; it 
would perhaps be better to dress so 
as to be slightly cool, rather than too 

warm. It is the sudden chill that 
often wreaks havoc upon our health. 
For those spending most of their time 
indoors, it is best to wear clothing of 
light weight, as long as they are pre- 
pared to don overcoats upon going 

Our Clothes Should Fit 

Our clothing should fit properly no 
matter what our occupation may be. 
Loose garments permit freedom of 
movement and avert interference 
with the circulation of the blood to 
ever\^ part of the body. To the man 
at work, loose fitting clothes are a 
necessity for the reason just given. 
If he works around machinery, and 
his clothing is too loose, there is grave 
danger of serious injury through its 
becoming entangled in its mechanism, 
and in turn entangling him. 

Many accidents have been caused 
by ill-fitting and ragged clothing. By 
ragged clothing is not meant patched 
clothing, but rather that which re- 
mains unpatched. A dangling shred 
of cloth (a direct violation of Safety 

rules) has frequently been the cause 
of amputation of an arm or some 
other part of the body which has 
been drawn into moving machinery. 
Sometimes it has been the cause of 

If a man's clothing does not fit 
properly, he does not work with that 
ease of mind which allows him to give 
undivided attention to his work. Ill- 
fitting clothes for work or dress arouse 
self -consciousness and this impedes 
good brain activity, without which 
no one can work efficiently. 

Being Cold Reduces Resistance to 

In many instances such ill eft'ects 
as colds, tonsilitis, neuralgia, rheu- 
matism, etc., result from a sudden 
chilling of the body. These ailments 
are not always the direct result of a 
sudden chilling but secondary to it. 
Sudden changes produce a lowered 
resistance, which enables all kinds of 
infections to produce their various 
types of disease. Disease, as a rule, 
plays no great part in the life of those 
who take proper care of their bodies. 

The most unexpected variations in 
temperature take place in the Spring 
and Fall, and it is then that we must 
be most careful about changes in 
clothing. We should never be too 
hasty in discarding heavy under- 

Remember that a chilled or over- 
heated Vjody is a menace to health. 
It is as necessary to use discretion in 
our choice of clothing, adapting it to 
occupation, season and climatic con- 
ditions, as it is to follow the other 
general hygienic rules giving promise 
of comfort in living and prolongation 
of life. 

The Controversy Over Sunday 

THERE are two groups of citi- 
zens who, although arrayed in 
bitter contention, are pursuing 
methods which on both sides tend to 
undermine interest in and respect for 
the institutions of religion and the 
higher spiritual values of life. 

One of these groups is a powerfully 
organized class intent upon commer- 
cializing the American Sunday, not 
onl}' stripping from it nearly every 
characteristic which distinguishes it 
from other days of the week, but de- 
basing it to the uses of a sordid com- 
mercialism. The other is a small band 
of overzealous Sabbatarians, who 
from unselfish motives, but with de- 
plorablejudgment, agitate for laws to 
compel the nation to conform to their 
narrow views, and thereby create hos- 
tility and prejudice toward the very 
institution they aim to ser\'e. 

Xow we yield to none in our belief 
in proper obsen-ance of the day set 
apart from the rest of the week by the 
doctrines of the Christian church, by 
the customs of society and by the 
laws of the land. We are unqualifiedly 
for preservation of the Sunday that 
America knows, and unqualifiedly 
against its commercialization, like- 
wise against the introduction of the 
day as it is celebrated in Europe, the 
so-called continental Sunday. We 
have slight SA-mpathy with the com- 
plaint of foreign elements that Ameri- 
can customs in this respect are dif- 
ferent from those of their native 
lands; a decent conformity with the 
ideals of the country that welcomed 
them is a small price to pay for the 
advantages they gained by coming 
here. Yet despite these things we are 
aware that it would be futile and 

Baltimore and Ohio Magazine, May. ig2i 


harmful to impose drastic restrictions 
which overwhelming public sentiment 
and changed social and economic con- 
ditions long ago made obsolete. 

Those who agitate for the rigid 
enforcement or enactment of laws 
which by consent of the vast majority 
of Americans belong to a totally dif- 
ferent age are weakening the institu- 
tion of the American Sunday, are un- 
consciously aiding and abetting those 
who strive to make it a day of un- 
restricted profit-making. There are 
certain fundamentals upon which all 
who believe in preserving the benefi- 
cent characteristics of the day can 
agree — it should not be degraded 
to the purposes of commercialism, 
whether in business, sports or amuse- 
ments. But in matters of individual 
conduct and the recreations and pas- 
times of the people no rigid formula of 
obser\'ance would be rational or toler- 
able, first, because such restrictions 
are alien to the spirit of democracy, 
and, second, because among the most 
sincere upholders of the Sabbath idea 
there are wide dift'erences of opinion 
as to what is permissible. 

A persistent propaganda is being 
conducted to persuade the public that 
the prohibition forces are behind this 
crusade, that the abolition of the 
liquor evil is to be followed by the 
extinction of all liberty and the inflic- 
tion of the grimmest of Puritan Sab- 
baths upon the helpless populace. 

For many weeks the newspapers 
that fought most ardentl}' to yjer- 
petuate the saloon have been printing 
news stories and editorials and car- 
toons designed to inflame the public 
mind against this alleged conspiracy 
and at the same time incite disrespect 
for the prohibition law. The propa- 
ganda is palpably dishonest, for it is 
supported by the most vicious distor- 
tion of facts and statements. 

Happily, however, the instinct 
which makes misguided zeal for Sab- 
batarianism a menace to proper Sun- 
day observance and to the influence 
of religion operates on the other side 
likewise. While the blue law advo- 
cates are hurting the cause which they 
design to support, intemperate utter- 
ances and transparently sordid aims 
by the interests striving for a com- 
mercialized Sunday are causing a 
strong current of opinion to set in 
toward erecting .safeguards for the 
protection of the American customs 
of restriction and observance. 

There is much truth, indeed, in the 
contention of the advocates of stricter 
regulations that their movement is 
not offensive, but defensive; that they 
are not trying to Puritanize Sunday, 
but to save it from those who are con- 
spiring to commercialize it. 

The clamorous cries that are heard 

about a threatened revival of the blue 
laws and passage of a constitutional 
amendment to enforce a Puritan Sab- 
bath are merely propaganda by the 
liquor interests and the promoters of 
commercialized amusements. Their 
warning that the crusade may follow 
the course of the triumphant prohibi- 
tion movement is absurd. Prohibi- 
tion was for years the demand of the 
religious forces, but it came to realiza- 
tion only when the overwhelming 
facts of economics had created an 
irresistible sentiment in its favor. 
There is not and will not be any such 
force behind any blue law program. 

In a word, the movement will get 
just as far as it deserves." 
— The Philadelphia North American. 

A Great Help in Acquiring a 


April 17, 1921. 
Mr. \V. J. Dudley, Superintendent, 
Relief Department, 
Baltimore, Md. 

Dear Sir — I received the papers 
which were sent me referring to my 
property, and can say that the 
Relief Department is a great help in 
acquiring a home for a member. 
I may avail myself of the assistance 
it off'ers again in the near future. 
There is no debt against the property 
now, but I may purchase some other 
which would necessitate placing a 
mortgage against it again. 

Thanking you for past favors, I 
beg to remain. 

Respectfully yours, 

(Signed) William L. Wagner, 


Rise Early 

By Peggy 

As soon as the sun begins to rise 
and shed its radiance in the skies, the 
birds and bees and flowers, too, arise 
and set about to do their share in 
making old Earth bright by turning 
darkness into light. . . But human 
creatures lie in bed, and snooze away 
their time instead of rising early like 
the flowers and shedding light in 
early hours. But why should we not 
get up, too, in time to catch the morn- 
ing dew, and share the glory of the 
sun before our day's work is begun? 
For many a man doth lie in bed until 
the sun shines o'er his head, and 
and misses half his life thereby and 
sees no glory in the sky. And there 
are other people who forget the work 
they have to do, and then must hustle 
like a Turk and miss their meals to 
get to work. I'll tell you, friend, it 
does not pay to lie in bed for half a 
day. If you'll arise at 6 o'clock, 
you'll beat the sun up by a block; 
you'll view the streaks of early dawn 
— a picture by no artist drawn. 
You'll have the time to brush your 
hair, to shine your shoes and take 
your chair at breakfast like a "reg'lar 
guy," instead of saying, "Gulp! 
Good-bye !" 

If we all arose as early as the 
Veterans in Getting Business, we'd 
be further on the Road to Prosperity. 

Thin one: My! What a shape! 

Thick one: Huh! Shape nothing! You wouldn't have any at all if it weren't for your Adam's apple 

Baltimore and Ohio Magazine, May, igzi 

{This is the most important article in this issue. 
It begins on page ii and is continued here) 


Martinsburg, W. Va., April 6, 192 1. 
Mr. J- L- Hayes, Division Freight Agent, 
The IBaltimore and Ohio R. R. Co., 
Cumberland, Md. 

Dear Sir — Relati\^e to conversation had with you in 
Mai"tinsburg on Monday, our Company has no com- 
plaint to make on inbound shipments via your lines in 
the last three or four months, nor has any complaint 
come to the attention of the writer as Chairman of the 
Transportation Committee of the Chamber of Com- 
merce, and some inquiry I have made since talking 
with you reveals no such complaint. 
Very truly yours, 
(Signed) R. A. Bradford, 
Treasurer and Manager. 

Martinsburg, W. Va., April 18, 1921. 
Mr. J. L. Hayes, Division Freight Agent, 
The Baltimore and Ohio R. R. Co., 
Cumberland, Md. 

Dear Sir — After a careful investigation among the 
merchants of our town I find a very favorable report as 
to the prompt delivery of freight over your road (the 
Baltimore and Ohio). 

Very truly, 

(Signed) A. J. Hamman, 
Chairman, Merchants Committee 
of the Chamber of Commerce. 

Answering questioji in regard to Balti- 
more and Ohio having repairs done 

During the summer of 1920, when business was ex- 
tremely heavy on the Baltimore and Ohio and it was 
seen that it was getting heavier, all of the repair shop 
facilities on the Railroad were working at full capacity 
in an endeavor to put into running condition the many 
locomotives and cars which had suffered so much during 
the war's drain on our trans] )ortation facilities. 

Our own shops could not take care of all of the repairs 
that had to be made on cars at that time in order to 
enable the Baltimore and Ohio to move its share of 
the traffic offered. Hence the Baltimore and Ohio con- 
tracted for the repair of some cars at outside shops. 
No locomotives or locomotive parts have been sent for 
repair to outside shops during the past year with this 
exception : 

On a contract dated February 27, 1920, 10 locomotive 
boilers (E-24 and E-27 ty])e) were sent to the Baldwnn 
Locomotive Company for new fireboxes. The first was 
sent from Mt. Clare on March 8. 1920, and the last 

returned, after ha\'ing been repaired, on August 23, 
1920. The cost of this outside repair work was only 

Since last summer no further contracts for repair 
of cars have been made at outside shops, and there are 
no cars and locomotives being repaired at outside shops 
at this time, except the balance of those contracted for 
during the summer of 1920. 

As an indication of the condition of our motive power, 
it may be added that on March 26, 192 1, out of a total 
of 2626 locomotives owned by the Baltimore and Ohio, 
78 were in white lead, or were in reser\-e and in such 
condition that they were good for six months or more 
running; 220 were stored and in such condition as to 
be good for six months or less running. There were 
thousands of idle freight cars of all descriptions on the 
Railroad, in good running condition.- — Editor. 


After all the above letters had been received, they, 
together with the original letter from the employe, 
were sent to President Daniel Willard, in the belief 
that he would wish to have the questions asked by the 
employe promptly answered in the Magazine. His 
comment, which follows, is self-explanatory. 





Baltimore, Md., April 21, 192 1. 
R. M. Van Sant, 

Editor, BALTnioRE and Ohio Magazine, 
Mt. Royal Station, Baltimore, Md. 

Dear Sir — Referring to the attached papers with 
reference to anonymous communication received by 
you on March 29th, signed "An EmpIo\-e Furloughed": 
I am very glad that you investigated the matter and I 
wish you would publish the anomTnous letter in the 
next number of the Baltimore and Ohio AIagazine, 
as well as the authentic information which you have 
obtained concerning the matters referred to. 

I note what you say with reference to anonvTnous 
communications, and I appreciate fully that a man 
who is not willing to sign his name to any statement 
that he makes, is hardly deserving of a reply. I have 
no doubt, however, that the man who wrote the letter 
believed what he wTOte, and it may be that others mis- 
takenly believe the same things to be true. 

There is no reason why the Baltimore and Ohio 
Company should not be willing that the truth should 
be known concerning all matters pertaining to the 
affairs or business of the Company, and I think it is a 
very proper function of the Baltimore and Ohio 
Magazine to tell the truth about the Company's 

I am glad that you investigated this particular case. 
and I hojie }-ou will treat all such cases that may come 
to your attention, in the same way. I repeat that if 
there are any matters in coimection with the Baltimore 
and Ohio service concerning which we would be un- 
willing to have the truth told, that fact would indicate 
that something was wrong, which ought to be corrected. 
The Baltlmore and Ohio Magazine stands at all 
times for the truth, regardless of whom it hits. 
Very truly yours. 


Baltimore and Ohio Magazine, May, 1221 


The Other Man's Experience 

Eight or 10 years ago when the valleys of Montana, 
Washington and other Northwestern States began to 
come into their just fame as apple growing areas, many 
farmers were persuaded to give up their orchards in 
Michigan and try their hand at fruit growing in the new 
count^>^ The lure of the great outdoors and the beckon- 
ing hand of Fortune also took many city men to the same 
region, and there these tenderfoots found themselves in 
competition with men of years of experience on the soil. 

One would have thought that the city men would have 
been at a great handicap. Such, however, was not the 
case, for apple growing in Michigan and in the Northwest 
is quite a different proposition. The Michigan farmers 
were unable to shake off the habits of a lifetime, while 
the new methods in growing apples were as simple in 
theory to the city men as their A, B, C's. The city men 
had nothing to unlearn. They patterned their orchard- 
ing methods after those that had been proved successful 
in the new country. The farmers tried to make Michigan 
methods successful in a region for which they were not 
intended. The Michigan farmers failed in the new coun- 
try and the tyros made good. 

When our own experience does not meet the necessities 
of a new situation, it is a good thing to forget it for the 
time being and to take advantage of the experience of 
other men who have made good under similar conditions. 

The Long Pull 

It would be refreshing if we could publish a single 
issue of the Magazine without having to use the word 
"campaign." But as long as we fail of 100 per cent, 
in Safety, or fuel performance, or traffic solicitation, or 
what not, the word will continue to be, as it has been, 
quite overworked. 

There are certain things on the Railroad in which we 
all are, or should be, interested. The first of these — 
and here everyone from the highest to the lowest can 
help — is generally to give our Railroad a good reputation. 
Safety is another obligation which is common to all of 
us, as is also, especially in these hard times, soliciting 

Besides these activities in which we can all have a 
part, each man's job gives him a special opportunity for 
a campaign of his very own. For the fireman, for in- 
stance, it is saving coal; for the engineer, easy starting 
and stopping of his»train; for the ticket agent, treating 
all inquiring passengers in a friendly way; for the con- 
ductor and the brakeman, seeing that their trains are 
kept clean, that station names are clearly called, that 
all transportation is lifted, etc. ; for the mechanical man, 
the .saving in materials; for the trackman, keen observa- 
tion of track conditions and the detenTiination to give 
our passengers the smoothest road bed possible. 

We are constantly campaigning for all these things, 
sometimes with special emphasis, as during the present 
campaign for business and the campaign to reduce loss 
and damage one-half this year. Yet, after the stimulus 
and excitement of the campaign is over, the tendency 
is to lajjse ijack into the same old routine, when our per- 
formance again becomes poor. 

There is one thing, therefore, that we should all 
remember, namely, that it is not the special spurt which 
counts biggest when tlie record is written. It is the 
long pull! And there is no way in which we can be on 
the job constantly for the long pull unless we determine 
to get the habit of efficiency in all our work. 

One man has expressed it well when he said that we 
ought "to sleep with our jobs." 

Being economical in handling coal can become as 
much a matter of second nature to a fireman as wasting 
it ; calling stations properly can be as much a habit with 
the conductor as calling them improperly. 

While we are forming our habits of work, let us make 
them good ones. Then first-rate performance will be- 
come second nature to us, and our work, day in and 
day out, will be a long pull for efficiency in all directions. 

The Crossing Watchman and the Magazine 

Ever since the Magazine was instituted it has had no 
more interested reader than a certain crossing watchman. 
Scarcely an issue goes by that he does not write the 
Magazine office at length, expressing his opinion about 
various articles, why he likes what this man writes, etc. 
In fact, the Magazine is such an institution with him 
that when the correspondent of his divi.sion fails to 
send in notes, he asks why. 

Recently the division on which this crossing watchman 
is located had poor representation in the Magazine. 
His letters to the Magazine office contained clippings 
from local newspapers and little items which he himself 
gathered about events in his particular locality. Not 
satisfied with this, however, he finally brought it about 
so that a capable man, well located to gather news and 
interested in getting it, was appointed as one of the divi- 
sion's correspondents. Now we are getting satisfactory 
representation from that division. 

We mention the case not so much because of its bearing 
on the work of the Magazine, but simply to illustrate 
what one man, in an humble position, can do to start the 
ball rolling. 

It is safe to say that if every employe of the Railroad 
had its interests at heart to one-quarter the extent of this 
employe, within six months the record of the Baltimore 
and Ohio for general efficiency and progress would be the 
marvel of the transportation industry. We like to think 
that we are always on the job to further the Railroad's 
interests. Fact is, however, that when some of us analyze 
our own attitude in this respect, we find ourselves 

There are opportunities at all times and on every hand 
to do something outside of the ordinary routine to help 
the Railroad. Recommending our passenger service to a 
friend or casual acquaintance; turning out an electric 
light which is burning unnecessarily; using old envelopes 
for memoranda instead of good paper; commending 
fellow employes, especially those in train service, when 
we see them do particularly thoughtful things for 
passengers; telling everybody we meet that the Balti- 
more and Ohio is trying to get business on the sheer 
merit of service, and urging them to give it a trial ; being 
considerate of passengers in the way we use our free 
transportation; making the time fly, and business and 
our own particular work "hit the ball, " not by watching 
the clock, but by using every minute of our trick on duty 
to the best advantage; wearing a smile at aU times — 
there is nothing better to keep things moving smoothly. 

Preachments such as these make dry reading. Prac- 
ticing them is not nearly as thankless a task. Give it a 
trial for two or three days and see how much better 
satisfied you are with your job and your job is with you. 

iiiiuiiiiiiiaiiiiiiiiiiiiDuutuiiittuiiiiiiiiiiijaiiiiiiitujioiiii'uiiiiiaiiiriuiiiiiOiiiiiiiiiiiiuiJiiiiiiuinuiiiniiiiK Q luiiiiiiiuiDiiiiiiiiunaitijiuiiiiioiiuuuiBtoiiiiiuniitaiiiiiuDiiioiiiHuiiiiiouLiiiiiiiiioiNiniiEfOiiiiiuiiW 

Baltimore and Ohio Magazine 

Robert M. Van Sant, Editor 

Margaret Talbott Stevens, Associate Editor 

Office, Mt. Royal Station, Baltimore, Md. 

Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 



Baltimore and Ohio Magazine, May, ig2i 


Toledo Chapter Holds Membership Rally and 
Organizes Ladies' Auxiliary 

By W. 0. Wallburg 

LAST September, Grand Vice-President 
Garvey organized a chapter of the 
Veterans' 'Association, with head- 
quarters at Lima, Ohio, the officers elected 

W. F. Van Horn, president; J. Sweeney, 
vice-president; F. E. Snyder, treasurer; O. 
L. Wallburg, secretary. The directors are 
as follows: J. R. Harboldt, John Schnable, 
H. O'Brien and Martin Dibling, repre- 
senting Lima; R. C. Henderson, E. Ledger 
and R. O'Neill, representing Dayton; S. J. 
Cook, Thomas White and George Thomas, 
representing Toledo. 

Later it was deemed advisable to hold a 
membership rally at Lima for the purpose 
of affording opportunity to all employes on 
this division who are entitled to membership 
to join the Association. 

The meeting was held on February 1 7 at 
Memorial Hall. The "boys "came to Lima 
from all over the division, bringing their 
wives as well as other prospective members. 

The program opened at 2.00 p. m. with 
the organization of a Ladies' Auxiliary. 
Anticipating Mr. Garvey's coming on this 
occasion, Mrs. O. L. Wallburg with her 
corps of workers had got in touch with the 
wives of many of the Railroad men, and 
through her efforts a goodly number of the 
ladies were present at the rally. 

Mr. Garvey proceeded to give his usual 
splendid address concerning the purposes 
and activities of this Association and the 
benefits to be derived through the organi- 
zation of an Auxiliary. 

After his address he proceeded with the 
election of officers for the Ladies' Auxiliary. 

The election resulted as follows: 

President, Mrs. O. L. Wallburg; vice- 
jjresident, Mrs. W. F. Van Horn; recording 
secretary, Mrs. Charles Day; financial secre- 
tary, Mrs. Emmett Shank; treasiu-er, Mrs. 
John Sweeny; sergeant-at-arms, Mrs. R. M. 

The ladies were then enrolled in the 
membership of the Auxiliary, The enthu- 

siasm and interest displayed were remark- 
able. They seemed to be imbued with the 
idea that it was the biggest thing that had 
ever happened on the Railroad in this partic- 
ular line, and were to become a part of so 
great an organization. After taking care 
of a number of questions which arose in 
connection with the business of the Auxil- 
iary, Mr. Sturmer closed the meeting with 
a fine address, enlarging upon the benefits 
of the organization and the possibilities that 
lay before all those present. 

After an hour's social good fellowship, all 
adjourned to the main hall and partook of 
the banquet served there by the Women's 
Relief Corps, who furnished a splendid 
dinner and first class service, and who are 
to be congratulated for having such an 
efficient organization to take care of a 
matter of this kind. Then the Baltimore 
and Ohio Minstrel Troupe gave their per- 
formance for the entertainment of this 
organization. This was originallj' given 
at the time of the Safety rally on February 
1 1 and was so successful that the officers of 
the Veterans' Association were besieged 
with requests to have them repeat their 
performance at their rally. 

Following the performance of the min- 
strel troupe. Mayor F. A. Burkhardt, repre- 
senting the city, gave a delightful address. 
Mr. Burkhardt was followed by General 
Manager R. M. Begien, who expressed his 
delighted surprise at the great number of 
Veterans present, saying that previous to 
his coming to Lima he had formulated a 
different idea of the number of those that 
would be present. He congratulated the 
officers and all those that assisted in assem- 
bling such a goodly number. Mr. Begien 
was followed by General Superintendent F. 
B. Mitchell, who was also greatly impressed 
by the success of the meeting and spoke 
with respect to the Veterans and their 
wives, one and all working together all 
the time to make "Safety" the motto of 
their association with the Railroad. 

Mr. Mann then followed with a talk on 
the organization and also on "Safety." 
I am sure that the presence of the three 
managing officers of the division mingling 
among the Veterans and their wives and 
families was of great value in cementing 
the feeling of cooperation and loyalty to the 

Mr. Gar\'ey closed this part of the pro- 
gram by a most inspiring address, elaborat- 
ing upon the value of the principles of this 
Association and the great possiVjilities be- 
fore the Veterans in its development. He 
also brought up the proposition of solici- 
tation by the Veterans from among business 
men of the city of new business to be handled 
by the Baltimore and Ohio. This is a fine 
idea and the Veterans can bj' this means 
not only assist the Railroad in this present 
crisis, but also furnish the means for in- 
creased employment among themselves and 
their fellows. 

President W. F. Van Horn, of the Toledo 
Veterans' Association, acted as toastmaster 
during the entire program. 

The floor was cleared and dancing was en- 
joyed by a great number present until a late 
hour. This concluded the program of the 
day, and every one present expressed himself 
as having thoroughly enjoyed the meeting. 
The results of this meeting can hardly be 
expressed on paper or brought out in figures, 
but the spirit that was manifested at that 
time has spread itself to all parts of the 
division, and on every hand and every- 
where, "the boys" are still talking about 
the big time at Lima. 

This meeting in connection with the 
"Safety First" entertainment, and the fact 
that Lima carried away second imze in the 
essay contest, has certainly put Lima on 
the map, and employes on other parts of 
the System will have to recognize that there 
is a great big section of the Baltimore and 
Ohio family at this point who are just as 
much interested in the progress and success 
of the Railroad as any other terminal on 
the svstem. 

A Martinsburg Celebrity 

ANOTHER celebrity among the Mar- 
tinsburg Veterans is Thomas Sakeman, 
pensioned fireman, age 75. Known 
to the Railroad men as "Shorty," he is pos- 
sessed of a good temper and a sense of humor. 
When "Shorty" was in active service he 
always knew how to attend to an engine 
that was not doing its duty. We cannot 
vouch for the truth of the statement, but 
his fellow workmen tell us that whenever 
they found a yard engine that was not 
steaming as it should, the yardmaster 
would put "Shorty" on it, giving him at the 
same time a good plug of chewing tobacco. 
In a few minutes the pop would go up and 
the engine would be working normally. If 
anybody ever mentions the word "seniority" 
to "Shorty," he says, "I worked for this 
Company long before that word was ever 
put into the dictionary." 

Baltimore and Ohio Magazine, May, iq2I 


Baltimore Veterans Have Gay Time at 
Entertainment and Dance 


>UM-TI-TUM, tum-ti-tum-tum!" 
hummed President Bowers into 
President Sturmer's ear, as he kept 
time with foot to the music of the fox trot as 
couple after couple of young folk crowded 
the floor of Lehmann Hall on the night of 
March 31. And then, his harmonious soul 
heing no longer able to resist the call of 
music, Brother Bowers put an arm about 
the graceful form of "Uncle Joe" Covell, 
and the two glided away, across the vesti- 
bule and under the galler>% for there was 
no other space left in which a fellow could 
"shake his foot." For this was the night 
of nights, and fun was the order of the 

Beginning shortly after eight o'clock 
with a minstrel show, which was heartily 
enjoyed by all who were fortunate enough 
to get inside the hall, and ending with a 
dance, in which everybody participated 
wherever there was foot room, the enter- 
tainment held by the Baltimore Veterans 
was a pronounced success. The only re- 
grettable feature was the lack of space. 
About 1500 persons were able to squeeze 
into the hall, and it is estimated that about 
1000 were turned away. 

"We ought to have had some larger 
place," remarked Brother Sturmer, "I 
told 'em so! Moose Hall niiglit have done 
it, or the Lyric, perhaps." 

"Well, as long as we haven't got the 
Lyric, we might as well make the best of 
it," replied Brother Bowers, embracing 
"Uncle Joe" for the second time, and execut- 
ing another "down and across." 

"Hold on, there, you don't suppose 
you're going to monopolize all of Brother 
Covell's time, do you? Where do I come 
in?" And the brother Veterans were then 
treated to an exhiVjition of toe dancing — 
meaning that they dari^ed quite unmindful 
of how they stepped upon each other's toes. 

There were visitors from Willard, Ohio, 
Garrett, Ind., Cumberland and Brunswick. 

Particularly did the Veterans welcome 
President G. K. Bell, of the Willard chapter. 
Mr. Bell had come for the special purpose 
of attending this entertainment, and it is 
hoped that he will pay us a longer visit 
next time. We also hope that he will bring 
the "Missus" to see us. We understand 
that she started out with him, but that she 
deserted him at Newark. 

The "Temple of Fun and Frolic" was the 
name of the minstrel show, given by both 
male and female minstrels. The jokes were 
many and humorous. 

"Bones," said the interlocutor, "you 
seem to be all down and out tonight, what 
ails you?" 

"Headache, Boss, headache." 

"Then, why don't you try my remedy. 
Why, whenever I have a headache, I go 
home, stretch out in my Morris chair, and 

my wife comes and strokes my fevered 
brow. Then, I find that the pain soon 
disappears. Why don't you try that?" 

"So I will. Boss, so I will. What time 
will I be likelv to find vour wife at home?" 

The hall rang with a peal of hearty 
laughter from the Veterans, a peal that 
seemed to have no end until all of the 
entertainment and dancing were over, the 
refreshments gone, and everybody was 
ready to go home. But, as everyone knows, 
this is characteristic of everything that the 
Veterans do; they know how to have a 
good time. 

Organization of Ladies' Auxiliary at Grafton, W. Va. 

By Mrs. W. E. Model 


a meeting held on March 7 at the 
Veterans' Hall, Mr. Garvey, grand 
vice-president, was present to make 
arrangements for the date of organizing a 
Ladies' Auxiliary of the Grafton Chapter of 
Veterans. To his surprise, we had 60 ladies 
present, and Mr. Garvey was informed that 
we were ready for organization. Highly 
pleased, he proceeded with the organization. 
The following officers were elected for the 
ensuing year: 

President, Mrs. W. E. Hodel; vice-presi- 
dent, Mrs. F. M_ Keane; recording secre- 
tary, Mrs. Alvey Wagner; financial secre- 
tarj', Mrs. C. O. Thayer; treasurer, Mrs. 
John J. Cassell; sergeant-at-arms, Mrs. 
Fred McFarland. Entertainment commit- 
tee: Mrs. William P. Clark, Mrs. Charles 

Flanagan, Mrs. Charles Cassell. Com- 
mittee for looking after the sick: Mrs. W. B. 
Porterfield, Mrs. Mar>' Coon, and Mrs. Ed- 
ward Cassell. Other committees were held 
open until our organization is permanent. 

An interesting talk was given by Mr. 
Garvey, and he was assured that in due 
time the Grafton Auxiliary would be as 
large as any other along the line. As we 
have already solicited 200 names (Balti- 
more Chapter, beware!), we are c-tain of 
many among them. 

Since some of our brother Veteranr had 
set their hearts upon having a bancjuet on 
the occasion of our organization. Brother 
Garvey sent out for a generous supply of 
peanuts to appease the appetites of these 
brethren. The big banquet will come later. 

Men Play Cooks for Women "Vets" at Newark 

By W. E. Laird 

AN enjoyable occasion was the joint 
meeting of the Newark Division 
Veterans' Association and the Ladies' 
Auxiliary held in the Engineers' Hall, East 
Newark, Ohio, on theevening of April 7. The 
hall was filled to capacity, there being about 
300 present. During the business session 
about 15 new members were taken in, 
and arrangements were made for the use of 
the Engineers' Hall as a regular meeting 
place for the two organizations in the future. 
The balance of the evening was devoted 
to various social features, and the serving of 

a substantial and choice lunch by the Men's 
Entertainment Committee, composed of 
Jesse Walters, E. L. Little and J. E. Powell. 
After this came the music and dancing. 
Caterer Walters, who had previously made 
himself famous as a master-humorist, also 
entertained and kept the crowd in a con- 
tinual uproar, which did not subside until 
sometime after he had left the platform. 

Captain John Doyle, Colonel Joseph Robe 
and President "Dan" Moriarity were the 
spokesmen of the evening, and the entertain- 
ment was an enjoyable one in its entirety. 


i^/^J-i!'-e''^-^^i^ y '!*-' ~~ 

Receipt issued by the Baltimore and Washington Railroad (now the Baltimore and Ohio) in 1838 for a bundle 
of leather shipped by the grandfather of N. M. Huppman, now assistant paymaster of the Railroad 


Baltimore and Ohio Magazine, May, iQ2i 

Views at Our Green Spring Timber Preservation Plant and Graphic 

Ever see a million ties at one time? There are more than a million at the Green Spring Plant now, about half of them shown in this picture. The panorama camera I 

Actually the line of trad 

View at Green Spring Plant looking east from Main Buildil 

Hind of Wood 
too Per Cent 



\ to 








' Cottonwood 


Soft Maple 

Red Qum 




Red Oak 
























^ 1 










IPilli llll^l 1 IllillSI 1 

wmmr ii '"i i ii'"*"i i i 

II98F wmun iisiipi 


1 1 







UDue to causes of her than decau 

(Straigtit Creosote 
Kind of \ Card Process 
Treafmenti Bumetlizinq 
1 Unfreafed 

et. 83 17 .8 122 11,6 Si 7.1 (,2 4,5 107 40 43 4-2 (>4 60 •60 116 159 117 (.4 (77 1,0 59 96 70,5 10 65 156 25 40 [1842 58 7 3H3<)i4 
29 10M9Z4 22 3.115,51000 .6 73.8 8 4 0%0 18 18 34 92.5 4.6 3.8152984 1551327990 l?44(-599'j 2 2177961 AO 3a 905 l7 229Sf. 

-Total Number of Ties P/aceaC - 












































A graphic representation of the results to date of 1 1 years' investigation on treated or untreated ties of various woods, Burlington Railroad 

Baltimore and Ohio Magazine, May, IQ2I 


Charts, Illustrating Article Appearing on Pages 12-17 of this Issue 

/■ 1, 

i which this and the picture below were made, creates an optical illusion. The track in foreground and the piles of ties look as if built on two sides of a rectangle. 
1 ties shown is straight 

ii Note types of engines and tram cars used for hauling ties 




Tupelo Our 

-7 fVA/^-e 0^/*- 


Hard Mapk 

' P/n Oak 

j°//7e /oi/o//i 
or Sap 

/ Chestnut 

a/5 Tor All 
Kindi of Tm 

'- Kind of Wood 

inn Pfir renf 


1 1 




Percentage Removed 

_ OQ legend 


Due to causes 
other) nor) 

. 70 

- ^ L 

rrt 1 ||BBte/o*Mi/ 


g ^ '^ ' ': 


- £0 ^ ^ S t ^ 



<») :^ e 5 ■& 


_ ^o .^ ^?lg 

X 1 













- 20 



\ ■ 




- 10 
. 0. 



^ H 







„ ^ 











INI llliiliPI^^I Il-[i1 1 








1 1 75 7,8 ?5 47 59 7» 1.0 M 59 RT 59 47 72 62 ?05lt! iO -9 50 15 lb .3 il 59 l.fc be m 145 36 5M 54,7 3.5 9.1 108 6/ 
44 ll.5??296'? 9 14 985 20 .1 681000 47 23472 51 87936 .9 1.8 1.5 9/5 .5 1.5 952 1.0 IM 270 93.6 3.1 15.5 1.2 3.594875 

life %'°c^efSy^''^'^'"'' '"^'^\%!^'rK>ved 










Straigfif Creosote 











Card Process W: . f Trealmeni 










Burnett/zing , 














Note how rapidly the untreated ties, shown by the long black lines in the fourth position, were removed, because of decay 

Charts by courtesy of Railway Purchaseslflnd Stores 


Baltimore and Ohio Magazine, May, IQ2I 







Relief Department — Advisory Committee 

Conducting Transportation Department 

L. W. Graham Oi)erator Kanawha Station, W. Va. 

J. H. CouLBouRN Passenger Baggageman Philadelijhia, Pa. 

George G. James Conductor Baltimore, Md. 

John F. Wunner . Clerk New York, N. Y. 

Motive Power Department 

L. A. Gather Machinist Fairmont, W. Va. 

W. D. Lendrrking Plumber Baltimore, Md. 

D. J. Reid Machinist East Chicago, Ind. 

H. W. Oldenburg Car Inspector Cincinnati, Ohio. 

Maintenance of Way Department 

Ira E. Baker Section Foreman 

J. J. Price Account Clerk 

F. A. Taylor Master Carpenter 

Henry F. E(;gert Track Foreman 

.Kanawha Station, W. Va. 

Newark, Ohio. 

Cumberland, Md. 

Pleasant Plain, Ohio. 

Statement of Pension Feature 

Pensions have been granted to the following employes who were honorably retired during the month 
of March, 192 1. 


Last Occupation 



Years of 

Alderton, William L 

Ball, Isaac C 

Tender Repairer 


Motive Power. .' 

Conducting Transportation . . . 

Motive Power 

Conducting Transportation . . . 
Conducting Transportation . . . 

Motive Power 




Conducting Transportation . . . 
Conducting Transportation . . . 

Maintenance of Way 

Motive Power 








Mt. Clare 








Brenard, Charles A 

Creak, Henry M 

Derby, Hiram W 

Douglas, Thomas P 

Hilton, James A 

Long, Benjamin, F 

Marshall, John T 



Baggageman . . 



Material Distributor 

Material Distributor 





McLaughlin, James 

Robinette, W. S 

Schultheis, Gottfried 

Selby, JohnT 




The payments to pensioned employes constitute a special roll contributed by the Company. 

During the calendar year 1920, $342,993.35 was paid out through the Pension Feature to those who 
have been honorably retired. 

The total payments since the inauguration of the Pension Feature, October i, 1884. to February 28, 
1921, amount to $4,318,776.05. 

The following pensioned employes, after serving the Company faithfully for a number of years, have 


Last Occupation 



Date of Death 

Years of 

Beatty, Robert 

Finucan, Michael. . . . 

Crady, Edward 

Holzingcr, (^^harles. . . 

Hurley, Michael 

LaBounty, Ira 

Oehrl, (ieorge F 

Schultheis, (iottfried. 

Spence, Taylor 

Sponenberger, W. . . . 

Stine, John J 

Upton, Sidney 

Vance, James 

White, John N 







Night Clerk 


Passenger Conductor. 
Passenger Conductor. 





Conducting Transportation. 

Maintenance of Way 

Maintenance of Way 

Motive Power 


Conducting Transportation. 


Maintenance of Way 

Conducting Transportation. 
Conducting Transportation. 
Conducting Transportation. 

Motive Power 

Conducting Transportation. 
Motive Power 

Wheeling. . . 
Pittsburgh. . 
Chicago. . . . 
Baltimore. . 
Chicago. . . . 


Cleveland. . . 
Newark .... 


Newark. . . . 


Wheeling . . . 
Baltimore. . 

March 8, 1921 
March 5, 1921 
March i, 1921 
March i r, 1921 
March 6, 1921 
March 15, 1921 
March 18, 1921 
March 9, 1921 
Februarj' 21, 1921 
February 6, 1 92 1 . . 
March 12, 1921 . . . 
March 7, 1921 .. . 
March 20, 1921 . . . 
March 21, 1921 . . . 




Baltimore and Ohio Magazine, May, iQ2i 


Pensioners' Roll of Honor 


Oh, blest retirement! friend of life's decline — 
Retreat from care that ever must be thine; 
How blest is he who crowns, in shades like these, 
A youth of labor with an age of ease. 

Goldsmith — "The Deserted Village' 

Joseph E. Ruby 

Joseph E. Ruby, pensioned conductor, 
Baltimore Division, first came to the Rail- 
road on September 2, 1879. We'll let him 
tell us his own story: 

"I am thankful that I had employment 
in the service as brakeman and conductor 
for 41 years, 4 months and 6 days. 

"When I started in, they had camels and 
Jersey engines. A man told me the other 
day that if he could do as well as I, he'd be 
glad. Why, I could dance a jig on the run- 
ning board of a box car now. If he had 
been braking when I did, he would have had 
to dance. Nowadays they don't have to 
dance. When we got the 1200 engines, we 
just knew they couldn't get any bigger ones, 
but now they have twins, two engines in one. 
We were a bit wrong, I think. 

"I got $1.35 per day of 100 miles; if the 
trip took two days, the pay was $2.50 per 
day. After two years running now they 
get a whole lot more than this, and they 
have big engines now, sometimes three of 
them to a train. 

"I have been one of the lucky ones; I 
got hurt four times, but I am still alive, and 
it is God who has cared for me, and I give 
Him all the thanks. I hope that the Balti- 
more and Ohio men and the Company will 
prosper without me. I don't know that I 
have any enemies, but I know that I have 
many friends. I was retired on January 8, 
this year. 

" 'My life is a wearisome journey, 

Oftimes I long for rest, 
But He has appointed my pathway, 

He knows what is needful and best. 

"'So, I'll try to press hopefully onward. 

Thinking often of this every day: 
All the toil of the road will be over. 
When we get to the end of the way.' 
"Yours truly, 

"Uncle Joe." 

John r. Selby 

John T. Selby, one of our recently retired 
employes, was born on November 2, 1853, 
in Montgomery County, Md. He entered 
the service of the Railroad at Bellaire, Ohio, 
July 15, 1 885, as blacksmith. He was trans- 
ferred to Newark on September i, 1890. 
Here he served the Company faithfully until 
his retirement on January 9, this year. 

Charles H. Rogers 

Charles H. Rogers, pensioned tinner, was 
bom in Newark, Ohio, on July 7, 1855. He 
went to work with the Railroad on Decem- 
ber 20, 1886, as tinner. Motive Power De- 
partment, Newark. In 1889 he was made 
foreman tinner in the passenger car shop at 
Newark, and in 1895 was transferred to 
Zanesville in the same capacity. At the 
time of the big flood in 1913, he was trans- 
ferred to the Maintenance of Way Depart- 
ment, Zanesville, and later in the same year 
was sent back to Newark as tinner. Mainte- 
nance of Way Department. He was pen- 
{Continued on page 46) 

Left to right, upper row: John T. Selby, Hiram W. Derby, John W. Snarr, George W. Callaway. 

John B, Woolson and his little grandson 

Lower row: Charles H. Rogers, Joseph E. Ruby, 


Baltimore and Ohio Magazine, May, IQ2I 


jl Women's Department 

/ 1 Edited 


by Margaret Talbott Stevens |/ 

The Wheat Fields of May ■ 

Chuff-a-chuff , rumble, 

C 'huf-a-chtiff, grumble, 

Swings the long train 'round the hillsides of Spring, 

Bui far above roar and high above rumble. 

As far as the eye of a creature can see. 

High on the hills, nodding gaily and free. 

Peeping at you and smiling at me. 

The waving young plants now their promises bring. 

Chuff -a-chuf , swinging. 

Chuff -a-chujff, singing. 

And the green fields of wheat, their rich harvests foretell. 

Of long days in Summer with dewdrops a-clinging. 

Of the crackle of footsteps when brown stubbles yield. 

Of barns overflowing with the wealth of the field. 

Of workers who sing to the sharp sickle's wield, 

And echoes repeating their songs in the dell. 

Chiff-a-chuff , hieing, 
Chuff-a-chuff , flying. 

With raindrops to freshen each thirsty green thing. 
With sunbeams to cheer when the brooklets are sighing. 
And breezes, all filled with the brine of the sea, 
That swing o'er the hilltops and dance o'er the lea — 
But the wheat fields of Maytime now beckon to me 
To ride on a train 'round the hillsides of Spring. 

Dinner Pail Prize Contest Closes on June i 


IN LAST month's issue there was out- 
lined a plan for a prize contest for our 
Railroad women on the preparation of 
lunches for the workingman. Read all 
about it and send in your contribution if 
you have not already done so. We are 
naturally anxious to have a good showing 
in the contest, but the real aim of the cam- 
paign is to help each other. 

There are women who prepare lunches 
every day; there are those who prepare 
them occasionally, and there are those who 
never have done such a thing because they 
have hated to tackle the job. It is a mean 
job, as many will tell you. You have to 
think and worry about what to put in. 
Maybe your husband, brother or son likes 
only certain foods; maybe you live a good 
distance from a grocery; maybe it means 
that you have to get up much earlier in 
order to put up the lunch, but — 

If you can write out the list of things 
that you put into the lunch pail or box that 
goes out of your house, you will certainly 
help young Mrs. Jones, who is anxious to 

put up a lunch for her husband but who 
doesn't know just how to vary the menu 
from day to day, or how to prepare the 
little extra articles that go to help make the 
lunch palatable. Mrs. Smith will see your 
menu and recall that her son used to like 
peach tarts or tongue sandwiches like those 
you told about. Miss Brown will realize 
that she is putting too much meat and not 
enough fruit, or vice versa, into her father's 
lunch box — and don't you see how each of 
your ideas may help somebody else? 

At the April meeting of the Baltimore 
Chapter of Veterans, there were about 25 
or 30 men who told us that they put up 
their own lunches. Bully for them, we say! 
If they want to help the "Missus" by doing 
this and saving her time and worrj% why, 
we take off our hats to them. Now, if they 
want to help her more, we suggest that 
John and the "Missus" put their heads 
together and write up that sample menu 
for six lunches. Then, when the prize 
money comes, Hurrah! They can both go 
to the movies! 

Read the April issue for rules of the con- 
test, then send your contributions to: 
Associate Editor, Baltimore and Ohio 
Magazine, Mt. Royal Station, Baltimore, 

Following are the names of the judges: 
Mrs. G. A. Bowers, 

Wife of general foreman of engines, 
Riverside, Md. 
Mrs. Frank Keane, 

Wife of I. C. C. inspector, 
Grafton, W. Va. 
Mrs. George B. Luckey, 
Wife of chief photographer, 
Hyattsville, Md. 
Mrs. T. Parkin Scott, 

Wife of chief clerk. Savings Feature, 
Relief Department, 
Relay, Md. 
Mrs. Charles A. Thompson, 

Wife of assistant supervisor, Baltimore 
Relay, Md. 


Chicken Salad 
2 eggs, well beaten; 2 tablespoons vine- 
gar; 14 teaspoon salt; 14 teaspoon mus- 
tard; dash red pepper; butter size of an 

Put vinegar, salt, mustard, pepper and 
butter into saucepan and set over fire. As 
soon as butter is melted, add the beaten 
eggs. Add slowly yi cup milk, stirring all 
the while. Boil until of the consistency of 

Wipe dry the celery and lettuce. Chop 
together the chicken, celery, and hearts of 
the lettuce. Mix in dressing just before 
serving. This dressing will keep for several 
days if put into a closed jar and kept in a 
cool place. 

Strawberry Shortcake 
I egg; I cup sugar; i cup milk; H cuj) 
shortening; 2}4 cups flour; 14 teaspoon 
salt; I teaspoon vanilla. Mix well and 
bake in two layers. 

Crush I quart strawberries. Spread be- 
tween layers and on top of cake. Add 
whipped cream in another layer on the top, 
and decorate with whole berries. 

Here's something to make for the chil- 
dren when they play circus. Ho, for the 
pink lemonade! 

Circus Punch 

I orange; 2 lemons; 1^4 cup apricot 
juice; l4 cup prune juice; }4 cup cherry 
juice; i cup sugar and i cup water for 
syrup; pink coloring, and 2 quarts of water. 

Make syrup of sugar and water, cool, add 
fruit juices to make one pint; any combi- 
nations may be used, with the favorite ones 
predominating. Chill, serve with cracked 
ice and cherries. A pretty pink color may 
be obtained by using vegetable coloring. 
Recipe will make 2% quarts. 

— Milwaukee Magazine. 

Baltimore and Ohio Magazine, May, 1921 



AH, HERE she comes, waddling up the 
steps like a duck in search of his 
morning meal! Jane, our Monday 
morning necessity, is coming from her home 
in the "dark region" of Vincent Alley to do 
the washing for "de white folks." Her 
chocolate face reflects the brightness of the 
morning sun as she moves along, humming 
the strains of "Dere's One Wide Ribber to 
Cross." One arm swings to the rhythm of 
her music, while the other clutches a well- 
worn bag, which she hopes to fill with some 
cast-off clothing or whatever else she may 
be able to beg of the white folks. She 
wears a rusty-looking hat, trimmed with 
two equally rusty feathers, which once 
adorned the occupant of a neighboring hen- 
roost. Her feet are enveloped in her hus- 
band's shoes, which, although of rather 
large dimensions, are not too great to bear 
the burden of her 200 pounds avoirdupois. 

"Good momin,' Miss Agnes," she says as 
she enters the kitchen, "I'se right on de job 
dis momin,' an' 'deed I hopes you's got 
some good beefsteak fo' mah breakfas.' 
De Lawd's troof, dis nigger aint had nothin' 
to eat sence de last time I wuz heah, an' I 
sho' is hongry. Dat lazy Mistah Brown ob 
mine done got out ob a job, all on 'count ob 
him sassin' an' givin' back talk to de boss- 
man las' Chuesday night. I'se got to wuk 
turrible hard now to keep mah son Willie 
dressed up so's he kin go wid good comp'ny. 
Dat boy is gwine on 22 yeahs old now, an' 
I'se got to keep him lookin' good, so's he 
kin shine 'round de ladies. 

"Look, Miss Agnes, aint you got a extry 
pair o' pants to gimme fo' mah Willie? I 
knows you has, 'cause I seed a ole pair 
what b'long to yo' Mistah Claude a-hangin' 

on yo' clothes line de othah day 

Thank you ma'am. I'll tell you, mah 
WiUie is gwine look some done up in dem 
pair o' pants. You know mah Willie is a 
fine lookin' boy, 'deed he is, ma'am. I 
b'lieve he's bettah lookin' den yo' Mistah 
Willie; he looks moah like yo' Mistah 
Claude. Me an' mah WiUie went to a 
pahty de othah night, an' I'U tell you, we 
sho' did look swell, 'deed we did. You doan 
know me when I'se dressed up; I tell you 
I'se got some figger when I gits mah cossets 

"Now, Miss Agnes, mah sistah's husban's 
mothah is done died, an' I'se 'bliged to 'ten' 
de fun'el, an' I'se gwine ax you if you won't 
please, ma'am, lend me yo' new black coat 
to weah to dis fun'el. I'se only gwine to 
weah it dat one time, and de Lawd knows 
I aint gwine to g^t it dirty. . . . Well, 
I'll 'clare to goodness. Miss Agnes, ef you 
don't beat all! Won't eben lend a po' 
woman yo' coat to weah to a fun'el. Well, 
den, mebbe you'll gimme dis ole lace dress. 
I'd lub to hab it to mek mah baby a chris- 
tenin' dress outen it. 

"Miss Elsie, please, Miss, go down de 
cellah an' git de wash-tubs. 'Deed I'se got 
rheumaticks so bad dis momin' dat I could 

hahdiy tiirn out o' bade. Miss Agnes, I 
knows you's gwine to mek de starch fo' me, 
aint you? I don't know nothin' 'bout dese 
fool gas ranges, nohow. Heah, chile, put 
dis clothes line up fo' me; ebery time I lif 
mah hands above mah hade I gits de death 
rattles in mah yeahs, an' de Lawd knows I 
don't want to go to no moah fun 'els ef I 
aint got no coat to weah. I aint eben got 
no coat to weah to chu'ch nex' Sunday to 
git mah baby christened. 

"Goodness gracious, Miss Elsie! You say 
3'ou aint knowed I'se got a baby? 'Deed 
I'se got a good-lookin' baby. Ya-as'm, 
ya-as ma'am, he's mah own baby, he is. 
I done bought an' paid fo' him. I'se gwine 
hab him christen' nex Sunday, too, an' dat's 
why I want you to gib me a dress fo' him. 
Yas, ma'am, I done got dat baby last week. 
Wheah did I git him? Lissen. 

"Twuz all dis-a-way. You know dat 
yaller gal name Ethelindy Jones, what come 
'roun' heah to he'p me one day? Well, dis 
heah wuz her baby. Dat gal been boardin' 
wid me fo' a long time, eber sence she went 
an' lef her husban,' dat no-'count Teddy 
Rosevelt Jones, what shine shoes roun' on 
Vine Street when de weathah is wahm, an' 
what is content wid doin' a whole lot less 
when it aint. Xo, ma'am, she aint got no 
divo'ce, she aint had no money fo' to git no 

divo'ce; she jes' ups, an' as I say, comes to 
mah house to board. Co'se I felt sorry fo' 
her an' let her stay dere. But, what you 
reckon dat gal done? She stay at mah 
house clear from de fust day ob December 
till las' We'nsday, an' aftah I done give dat 
gale a place fo' to sleep an' somepin' to eat, 
fo' foah whole months, not one red cent did 
she gimme. 

"WeU, den, de othah day, she ups an' 
tells me dat she wuz gwine to leave an' take 
up wid some othah good-fo'-nothin' nigger. 
Den dey wuzn't but one thing lef fo' me to 
do. I'se got to habe somepin' to pay for dat 
board, so I jes' nachu'lly ups an' takes dat 

Cookless Mayonnaise Dressing 

Contributed by Mrs. Esther Spreenburg, 
statement clerk, South Chicago. 

1 can Eagle Brand sweetened condensed 
milk (Bordens). 

2 eggs, beaten together well. 
H teaspoon salt. 

H teaspoon dry mustard. 

I tablespoon melted butter, 
and the last thing add one cup of white 
vinegar; or three-quarters vinegar and bal- 
ance water, if too strong, or one-half each 
to taste. 

Dear Women Readers: 

One year ago this month our new Women's Department began its career in 
our Magazine, and it seems as though we ought to have some kind of celebra- 
tion. Let's have a meeting right away of all those who helped make up the 
pages during the past year, and of all those who are going to help us during the 
coming year. Here we are, all present, and each ready to do her share. 

First, we'll have a review of our department for the past year. We started 
in with the news of the doings of the Ladies' Auxiliary, but soon found that it 
was best to run this news along with that of the Veterans' Association in order 
to make room for the other contributions that our girls were sending in. With 
such articles as "Do You Like My Dress?" from Matilda Baer, and "Welcoming 
the Xew Girls" from one of our stenographers, the department grew from three 
to five pages. The pattern section is now becoming quite a department in itself. 
The Children's Page shows what the little people can do for themselves. Last 
month they ran nearly the whole of their two pages, and there are a number of 
contributions of poetrv', pictures and stories, wliich we have not been able to 
publish because of lack of space. 

I want to thank all of those who have helped build up both of these depart- 
ments, and to express the hope that we may have many new contributors for 
this volume of the M.\ga2INE. 

One thing more, remember the "Dinner-Pail Contest." This is open to 
all of the wives, mothers, daughters, and sisters of our employes, who have ever 
put up lunches for the men in their famiUes. Of course, there are lots of our 
girls in the offices who are not eligible to enter the competition, but the time 
is soon coming for them. Meanwhile, you may help by passing the good word 
along to some woman who does pack a lunch for her railroad husband, father, 
son, or brother. You will find the rules of the contest in last month's Mag.vzine. 
Read them over carefully, then get out your pen or your typewriter, as the case 
may be, and tell us what goes into the lunch box. Our men must be well fed if 
they are to do their work properly, and your menus may help some woman who 
reads these pages and is forever worried with the thought, "What shall I get for 
John's lunch tomorrow?" Then, too, every woman has the chance to win a 
prize. The contest closes on June i. 

Now, since there is no more new business, the meeting wUl adjourn, until 
the month of June. Meanwhile, on with the recipes, the stories, photographs, 
poems and articles about your work! 

Yours sincerely, 

1/ Associate Editor. 


Baltimore and Ohio Magazine, Afay, iq2I 

Frocks, Blouses and Capes Exploit Ideas of 
Unexpected Individuality 

THE new modes feature variety be- 
cause they are individual. Almost 
every frock, blouse or wrap that one 
sees exploits some pet idea of its particular 


designer, hence it is different. Even the 
imported models which home dressmakers 
copy fail to escape the various little re- 
arrangements which make them distinctive 
to their wearers. So here we find one of 
the reasons for the increasing popularity 
of simple styles. A simple frock is always 
beautiful; but a beautiful one is not always 

The combination idea continues to con- 
trol the development of smart feminine 
apparel. The most unexpected fabrics are 
used together, and almost always with 
charming results. To keep a frock youth- 
ful is one of the big purposes of Fashion. 
A design in black taffeta combined with 
organdy in both simple and youthful. The 
blouse is cut with a tunic and has vest, 

%»iiiiiiiiiiiia iiiiiaiiiiiiiiiiiioiiii iiidm 0«i I'UG' """° iiiiiQinniimiiaiiiiiiiimiOu miDnimjmiKH' 


I You can get any pattern here shown | 
I by filling out the following coupon, clip- j 
I ping and enclosing with price shown j 
I (stamps, check or money order) in J 
j envelope addressed "Baltimore and I 
Ohio Magazine, Mount Royal Station, | 
Baltimore, Md." I 

Try our pattern service — five days I 
from day you mail order to day you get | 
pattern. | 



Name I 


City State 


I Send pattern number i 

XfM'wUDiiariuiniiiiiduiiiuiiiiiOuiMiiuiQmifHiiiiioiiiiii tQl [rniiiiiiniininiO">uriii)na"ucmuiiain>i"i]iiiaiiitiiiimn3| 

deep collar and cuffs of delicate green 
organdy. Down the front of the vest is a 
little row of green and black silk buttons. 
On either side of the front of the tunic is a 
large pocket of taffeta stitched with green 
embroider}' and the embroidery reappears 
above the hem of the tunic. The skirt is a 
two-piece model that can be mafle economic- 
ally by using lining for the upper gores 
which are covered by the lowest section of 
the blouse. 

The variety in frocks does not surpass 
the variety in blouses, for never were such 
charming models displayed as now. Tail- 
ored styles are in unusual demand and they 
are made of wash satin, pongee silk, dimity 
and gingham. Dotted swiss is used for 
soft little separate blouses with collar of 
white batiste, or organdy. There is no 
general rule governing the length of the 
separate blouse. For sports wear it is both 
long and short, while for house occasions 
the same thing is true. Sashes, jabots and 
similar soft touches mark the difference 
between sports blouses and dress blouses 
made of the same fabrics. Gray is an 
exceedingly fashionable color for the sepa- 
rate blouse, with porcelain, Harding, beige 
and rust as worrisome rivals. Frilled 
blouses are growing in popularity and are 
likely to be in even greater demand as the 
season advances. Thev lend relief to the 

plain tailored suit without destroying the 
strictly tailleur idea. 

Ladies' Slip-on Blouse No. 9193. 
Seven sizes, 34 to 46 inches bust. Size 36 
requires 2 yards 36-inch material. Without 
lining, having round neck and closed on the 
shoulders. The back of blouse and the 
sides of front section are gathered to a 
waistband. Girdle sections are attached to 
the front of blouse; the girdle is closed at 
center-back. One-piece flowing sleeves or 
one-piece sleeves gathered to deep cuffs. 
Price, 30 cents. No. 12570, blue or yellow 
transfer pattern, 30 cents. 

Dress No. 9424. Sizes 34 to 48 inches 
bust. Price, 35 cents. 

Dress No. 9415. Sizes 34 to 48 inches 
bust. Price, 35 cents. 

Dress No. 9432. Sizes 6 to 14 years. 
Price, 30 cents. 

Dress No. 9422. Sizes 34 to 48 inches 
bust. Price, 35 cents. 

Dress No. 9413. Sizes 34 to 44 inches 
bust. Price, 35 cents. 

Dress No. 9439. Sizes 34 to 48 inches 
bust. Price, 35 cents. 

Dress No. 9433. Sizes 34 to 44 inches 
bust. Price, 35 cents. 

It is a rare letter from a mother to a son 
that doesn't tell him to be good; and a rare 
letter from a mother to a daughter that 
doesn't express the hope that she is having 
a good time. 

Baltimore and Ohio Magazine, May, iQ2i 


Long-Waisted Dress of Blue Tricotine with Blue 
and Gray Decorative Scheme 

A MODEL that is the embodiment of 
girlish grace is this long-waisted dress 
of dark blue tricotine, with vest of 
gray satin and braiding and sash of self- 
color. The waist, with turn-down collar, 
closes on the left shoulder and under the 
left arm. The front is cut away to show 
the inset vest, then outlined with braid. 
The sleeves may be three-quarter length or 
long and close fitting. Attached to the 
waist is a two-piece skirt. The sash is 
slipped underneath the outer waist and tied 
at the left side. Medium size requires 2>^ 
j-ards of 54-inch material, with ^ yard 
satin, and J^ yard lining for underbody. 

The model is reduced to the simplest 
possible terms for the benefit of the home 
dressmaker. To cut the skirt and waist 
so that all the seams possible will be omitted, 
fold the tricotine in half. Then, along the 
lengthwise fold, place the front and back 
gore of the skirt and outer front of the 
blouse. Above the outer front of the blouse, 
lay the sleeve, with large "O" perforations 
along a lengthwise thread. The outer back 
is also laid along a lengthwise fold of the 
goods, and the vest should be arranged in 
the same way, so that it will be seamless. 
The underfacing of the collar is placed on 
the tricotine with large "O" perforations 
along a lengthwise thread. Ribbon may 
be used for the sash. In cutting the lining. 


the back section of the pattern has the 
triple "TTT" perforations resting along 
the lengthwise fold, while the front has its 
straight edge parallel with the selvage edges. 

For a foundation, first make the under- 
body. Close under-arm and shoulder seams 
as notched, then hem the front. Take the 
gray satin vest next, and hem the upper 
edge. Adjust to position on right under- 
body front with center-fronts, single large 
"0" and double small "00" perforations 
even. Be sure to indicate perforations and 
make notches when cutting the goods. 
Finish left side edges of vest for closing. 

Next, close both underarm and shoulder 
seams of the blouse and gather lower edge 
between "T" perforations. Face the open- 
ing and stitch with braid. Face the collar 
and sew to neck edge as notched. Close 

LniNi.c.Liut9239 st..-...eSi.. 16 

center-back seam of underfacing indicated 
by small "o" perforation. Adjust to posi- 
tion underneath front of waist, and over 
the collar with centerbacks and correspond- 
ing edges even. Roll collar as pictured. 

Arrange outside on underbody and stitch 
gathers at lower edge to position. Baste 
armhole edges together. Bring the lower 
front edge one inch away from center-front. 
Plait sleeves, placing "T" on small "o" 
perforations above and tack. Close seam 
of sleeve as notched and sew in armhole, 
easing in any fulness between the notches. 

To make the skirt, join gores and gather 
upper edge. Sew skirt to lower edge of 
waist, taking the inserted vest underneath 

?^{^:t\. « 


rnicJ ' JO. IW7 


the skirt, with center-fronts, single and 
double small "oo" perforations even. 
Arrange the sash around the waist under- 
neath the outer blouse, draw ends out 
through an opening at left under-arm seam 
and tie at left side. 

Dress No. 9239. Sizes 14 to 20 years. 
Price, 35 cents. 

Draped One-Piece Frock 

Pictorial Review Dress No. 9185. Sizes, 
34 to 48 inches bust. Price, 35 cents. 
Embroidery No. 12511. Transfer, blue or 
yellow, 25 cents. 

Simple Frock of Satin 

Pictorial Review Dress No. 9196. Sizes, 
34 to 44 inches bust. Price, 35 cents. 
For the Resort Season 

Pictorial Review Dress No. 9079. Sizes, 
34 to 48 inches bust. Price, 35 cents. 

Boys' Over.4LLS No. 8035. Five sizes, 
4 to 12 years. Size 8 requires 2^ yards 36- 
inch material. The front of waist and side- 
closing trousers cut in one. High neck 
with rolling collar, perforated for low round 
neck. Price, 20 cents. 

Chlorine, the dusky queen of the kitchen, 
showed up at the receiving teller's booth 
with an air of determination on her mid- 
night features. 

"Ah wants you should take care of dis 
yeah cash fo' a while," she remarked, plank- 
ing down her savings of several years. 

"Why, Chlorine," ejaculated the teller, 
who knew her of old, "I thought you always 
said you'd never trust the bank." 

"Dat's all right, dat's all right, but de 
circumferences surroundin' de matter makes 
me change mah mind. Yo' see, I'se gwine 
get married an' Ah don't want dat much 
money 'round de house with no strange 
cullud man on the premises." — American 
Legion Weekly. 


Baltimore and Ohio Magazine, May, 192 1 

A Circus in the Barn 

Dear Girls and Boys: 

What is a Jigamaroo? Oh, you don't 
know? I thought you wouldn't, and that's 
the reason I'm going to tell you. 

Long, long, long ago, when I was a little 
girl, I had two brothers, one older, the other 
younger than I. We lived in the country 
on a farm, 12 miles from the nearest town. 
There were pigs, cows, three dogs, three or 
four cats and hundreds of chickens. There 
was a big bam where we children often 
played when it was not filled with the long, 
green leaves or the big, brown piles of 
tobacco. Lots of boys and girls lived on 
the farms nearby, and oh, what fun we used 
to have during vacation and on Saturday 
afternoons ! 

One day my older brother, who was then 
about 1 1 years old, came nmning to me. 

"Guess what!" he shouted, "Circus is 
coming to town. I wonder if father will let 
us go." 

"Oh, goody!" I cried, "Who told you?" 

"There's a man who is putting signs up 
all over the bams and fences in the village. 
He says there'll be elephants, and tigers, 
and lions, and bareback riders, and twenty- 
five clowns!" 

Twenty-five clowns! We had never been 
to a real circus. At a dog show that had 
stopped at the village a year before there 
had been two clowns, but twenty-five! 

"Come, we'll ask father," I said, and we 
both ran to the garden. 

"Please, father, take us to the circus," 
we begged. Father stopped hoeing, lifted 
me up on his shoulder, and walked over to 
the gate where we all sat on a wheelbarrow. 

"Sorry, kiddies, but I have to be in 
Baltimore all next week, and there isn't 
anybody to take you. I'll tell you what. 
Why don't you play circus for yourselves? 
Ask some of the boys and girls to come 
over. Mother will make you some pink 
lemonade, and I'll help you as much as I 
can before I go away. Put up a few trapeze 
swings in the bam, stretch a tight-rope 
near to the ground, and there you'll be. 
Go ahead with your plans, and if you need 
any help, call on 'Billy.' " ("Billy" was 
our hired man.) 

For the next week we were as busy as 
little bees. Mother gave us some old strips 
of muslin and showed me how to make a 

clown suit for little John, my younger 
brother, and a spangled dress for myself. 
We enlisted the services of Julius, a colored 
boy, to act as handy man, never dreaming 
that he, too, had schemes in his little black 
head. How we planned and worked! How 
we trained the dogs to do tricks! Many 
were the good pieces of meat that we 
stufTed into the ever greedy cats in the 
endeavor to make them act, too. 

At last the happy day arrived. An hour 
before the circus was scheduled to begin, 
Julius came running to me. 

"Say, Miss Mary, kin you make me a 
blanket for a jigamaroo?" 

"A wha-a-at!" 

"He! He! He! I sez kin you make me a 
blanket fer a jigamaroo? I'm fixin' up a 
jigamaroo, an' I want a sort of a blanket 
to use for a saddle. It's got to be about 
this long" (measuring with his arms) "an' 
about this wide, an' good an' thick. S'posin' 
you try to make one out of dese two grass 
bags. Ef you'll sew it together an' put 
some red ribbons on it, I'll put de fastenin's 
on it an' hab dat jigamaroo so pretty he 
won't know hisself." 

Try as I might, I couldn't get Julius to 
tell me what sort of a beast or bird the 
jigamaroo is, but I made the blanket accord- 
ing to directions. 

Soon the boys and girls began to come. 
The admission fee was one penny, the 
proceeds to go towards a moving picture 
machine. "Billy" had built a half-dozen 
long benches for the audience, placing two 
chairs at the very front as "reserved seats" 
for mother and grandmother. An entrance 
had been screened off on each side of the 
barn. A big ring was marked off in the 
center. Around this, amid shouts from the 
children in the audience, the big parade 

Such queer looking creatures you never 
saw in your life! You all know, of course, 
that tigers are tawny and black striped. 
Our tiger, however, was pink and white. 
The shaggy, white coat of our oldest and 
least handsome dog had been striped with 
the deepest pink that poke berries could 
make it. A very tame tiger he was, lying 
sleepily in his cage, which was made of a 
slatted box on wheels. 

Next came the giraffe — "Biily"_ dis- 

guised with a covering made of a yellow 
horse blanket with black spots sewed all 
over it. The neck was made of a six-foot 
plank, covered with the same kind of 
material; at the end of this perched a 
little stuffed head with prominent ears. 
True, the giraffe had only two feet, but 
that made it funnier. 

Then there was the elephant, made in the 
same manner by the two Jones boys, who 
had borrowed two pairs of gray trousers 
and a feray blanket. With their heads bent 
low, the blanket spread over the two to- 
gether, a pair of cow's horns for tusks, and 
the two ends of the blanket wrapped and 
twisted to represent a trunk and a tail, 
respectively, we had a noble looking ele- 
phant indeed. 

All went well until came Pete, the big 
rooster, hitched to a little cart in which sat 
little John's stuffed cat. I suppose it 
would be more appropriate to say the cat 
hung there, for she had been tied in. Pete 
wasn't satisfied with walking in like a 
gentleman, but insisted on flying up to the 
rafters with the cart and the cat hanging 
on to him. After him jumped Rover, the 
dog who was scheduled to sing to the 
accompaniment of the mouth organ. Alas 
for his voice! He used it up entirely bark- 
ing at Pete. It was some time before order 
could be restored and the program con- 

I wish I had time to tell you all about all 
of the animals and funny people who took 
part in the parade, but I must hurrj- along 
with the story. Little John, dressed as a 
clown, came out and sang several funny 
songs to the accompaniment of a Jew's 
harp, played by my older brother, who did 
the double duty of musical entertainer and 
master of ceremonies. Then came my 
stunt on the tight rope. I am. sure you 
would have been horrified to see your old 
Aunt Mary walking on a rope that had 
been stretched between two of the upright 
posts in the bam, but you must remember, 
she was a little girl then, and the rope was 
not more than a foot high from the ground. 

May, the tight-rope walker 

Drawn by Ethel Gardiner, Ballimor 

Baltimore and Ohio Magazine, May, 1921 


tures in by June 5, and I'm sure we'll have 
as nice as page as this one. 

Love to all, 

Dratcn by Gladys Shaw, Fairmont, W. Va. 

Then there was Puss in Boots, the Tattoo 
Man, the Fattest Lady on Earth, and at 
last — the Jigamaroo. 

At the left entrance stood little black 
Julius, pulling and struggling at the end of 
a rope. 

"Come on, suh! Come on, you Mistah 
Jigamaroo! Ain't you got no raisin'? 
What '11 all dese white folks think of you? 
Ain't I done mah beatenest to train you, an' 
heah you is, backin' down on de job at de 
las' minute. Come onW" And with a 
mighty tug that knocked Julius off his 
feet, on came the Jigamaroo in all his pomp 
and majesty! He stood about two feet 
high. Trousers covered his four legs. His 
head had the antlers of a deer; his tail was 
about three feet long with a cowbell tied 
on the end of it. Covering his face and 
under his horns was a woman's bonnet, 
tied securely beneath his chin. On his 
back was the blanket made of bag^ and 
decorated with red ribbons. 

Where did Julius get it? Wliere did it 
come from? What was it? Nobody knew. 

Suddenly the Jigamaroo turned, kicked 
up his hind legs, snorted, grunted, jumped, 
and raised such a cloud of dust that boys 
and girls got to sneezing and running to the 
door. Some of them were really frightened. 
Several of the girls screamed as the Jiga- 
maroo made a wild dash under the seats 
and rushed toward the door. Mother and 
grandmother grabbed up their skirts and 
jumped upon their chairs. 

"Look! Look!" screamed one of the 
Jones twins as we all made for the door. 
The deer antlers suddenly flew into the air, 
the blanket with its red ribbons was being 
trampled under the feet of the beast, the 
trousers hung on the fence as he went 
through, and away across the hUl ran our 
old hog, with Julius' mother's siinbonnet 
still tied under his chin! 

So that was the Jigamaroo. And after 
we had aH had a good laugh, we went to 
the house where mother gave us all the 
circus punch that we could drink and all 
the little cakes we could eat. 

The recipe for circus punch is in the recipe 
column. Perhaps mother will make some 
for you some day. 

For July we'll have the flower page. 
Try to have your stories, poems, and pic- 



My Visit to the Circus 

By Geneva L. Costolo 
Grafton, W. Va. 

Dear Boys and Girls: 

I will now tell you the story of the day I 
went to the circus. 

One day in July when it was very, verj' 
warm, father told us children that we might 
go to the circus. Mj-, but we were glad! 

Drawn by Ella L. Beckman, Ballimore. Md. 

We were eating dinner when mother said, 
"When you have finished dinner you 
children go and wash up and get ready to 

We all flew, washed, and put on our clean 
dresses. Soon we were ready. We went to 
the circus in the car. 

When we went in we saw the large tents, 
and oh! so many things tliat I just cannot 
tell you all. But the thing that Charles, 
my oldest brother, and 
I noticed, was the 
clown. He took us in 
and showed us how to 
clean our teeth. 

That evening we went 
h:^me. What a splen- 
did time we had had. 
But then we went to 
work trying to clean 
our teeth with branches 
of the trees as we 
had seen the clown do. 
Then father came 
around with tooth 
brushes for us children. 

Then such a time as 
we had! We cleaned 
the kitty's teeth, the 
dog's, the cow's and 
the chickens'. 

All of you try to keep 
your teeth clean. 

Yours truly, 
Genev.\ L. Costolo. 

Note — What kind of teeth do chickens 
have, Geneva? Aunt Mary. 

By James King 

Dorsey, Md. 

Spring is drawing near. 
The robins will soon be here. 
The leaves are growing green, 
And no more snow is seen. 

The bluebirds are coming. 

The bees are humming, 

The japonica bush is growing red, 

And all Spring flowers show their heads. 

Little Letters From Little 

NEARLY all the children in the school 
at Fairmont, W. Va., where Gladys 
Shaw goes, were ill of the mumps 
when Gladys wrote. She told us lots of 
things, but the nicest of all was about a 
brave little girl in the hospital there. This 
little girl had her arms burned off by elec- 
tricity, and after all of -her suffering, she let 
the doctor take some of her flesh to save 
another little girl who vias also in the hos- 
pital. Gladys calls her "America's greatest 
hero," and we agree with her. See the fine 
elephant that Gladys drew for us. 

Geneva Costolo has written a splendid 
letter about the circus. I'm sure that 3^ou 
will enjoy reading it. I did. 

Phaine Bateman is a little girl in Pitts- 
burgh who sent us a poem about her dolly's 
hair. This we hope to use sometime on 
our page. I couldn't answer Phaine's 
letter, for she did not give me her address; 
I hope that she will write again and tell me 
what it is. 

Ethel Gardiner, Baltimore, wrote again, 
sending the picture of the tight-rope walker. 

Is a goose a bird? 
Well, it has feathers, and Marguerite McDonald ought to kaow 


Baltimore and Ohio Magazine, May, iQ2i 


By Kathryn Hodden, 

Dover, Ohio 

Spring is the time for me. 

The birds come back, 

The flowers grow, 

And the flowers are bright and green. 

Spring is the time for me. 

Charles H. Rogers 

( Continued from page Jq) 

sioned on January ii, this year. Mr. 
Rogers is a staunch member of the Balti- 
more and Ohio Veterans' Association. 

Hiram W. Derby 

Hiram W. Derby, pensioned train bag- 
gageman, Toledo Division, was born in 
Hartland Township, Ohio. He IJved on a 
farm until he was 27 years of age, when he 
took a position as freight brakeman, Lima, 
Ohio, on what was then the Dayton and 
Michigan Railroad, leased by the Cincin- 
nati, Hamilton and Dayton. He held this 
position until the Spring of 1880, when he 
was made passenger brakeman until April 
13, 1883. Then he was given charge of a 
baggage car. Because of ill health, he was 
retired on a pension on September 23, 1920, 
after having spent 42 years and 6 months 
in continuous service. 

John B. Woolson 

John B. Woolson, retired passenger con- 
ductor, Newark Division, was born on 
March 14, 1849. He entered the service of 
the Railroad as freight brakeman on Janu- 
ary I, 1875, was promoted to Jreight con- 
ductor in 1886, and to passenger conductor 
in 1913. In May, 1920, he suffered a para- 
lytic stroke and has not been able to work 
since that time. His baggage run was from 
Newark to Sandusky; as passenger conduc- 
tor he ran between Newark and Sandusky, 
Newark and Chicago, Newark and Cincin- 
nati, Newark and Shawnee. 

George W.' Callaway 

George W. Callawaj^ pensioned yard 
brakeman, was born in Salisbury, Wicomico 
County, Md., on January' 3, 1853. 

On September 17, 1895, he came to work 
with the Company as yard brakeman, Phila- 
delphia, continuing in service until April i, 
this year, when he was pensioned. 

John W. Snarr 

John W. Snarr .began railroading in Octo- 
ber, 1887, as brakeman on the Cumberland 
Division, out of Martinsburg. Later he 
bought a house — through our Relief De- 
partment — at, Brunswick, where he lived 
until October, 191 8, when he moved back 
to Martinsburg. He had been promoted to 
run conductor in i8gi, remaining on the 
Cumberland Division throughout his time 
of ser\-ice. He was pensioned on April i. 

A. O . Herman Alade Chief Clerk 

to General Manager, 

Eastern Lines 

THE many friends of A. O. Herman, 
who until May I had been assistant 
chief clerk to the vice-president of 
Operation and Maintenance, will be glad to 
learn of this promotion on that date to the 
position of chief clerk to the general man- 
ager. Eastern Lines. 

Before coming with the Baltimore and 
Ohio at Cincinnati, as secretary to the 
general manager on March i, 1914, Mr. 
Herman had been in the service of the 
Southern Pacific Railroad in various capac- 
ities for 8 years. 

On June i, 1 916 he came to Baltimore as 
secretary to the vice-president of Operation 
and Maintenance, and on June 12, I9i7,he 
was made assistant chief clerk in the same 
office. From July i, 1918, he continued in 
the same capacity in the office of the Fed- 
eral manager and he held the same position 
under corporate control in the office of Vice- 
President Galloway from May i, 1920, until 
his recent promotion. 

A. O. Herman 

Around the Comer 
By Charles Hanson Towne 

Around the corner I have a friend, 
In this great city that has no end; 
Yet days go by and weeks rush on. 
And before I know it, a year is gone. 
And I never see my old friend's face; 
For life is a swift and terrible race. 

He knows I like him just as well 

As in the days when I rang his bell 

And he rang mine. We were younger then; 

And now we are busy, tired men — 

Tired with playing a foolish game; 

Tired with trying to make a name. 
"Tomorrow," I say, "I will call on Jim, 
Just to show that I'm thinking of him." 
But tomorrow comes, and tomorrow goes; 
And the distance between us grows and 

Around the corner! Yet miles away . . . 
"Here's a telegram, sir." . . . 

"Jim died today." 

And that's what we get — and deserve in the 

end — 
Around the comer, a vanished friend. 

Left to right: "Sinn Feiners Two" Thomas and Mary, chi'dren of Shane McShane, office of Auditor Merchandise Receipts; Clyde Lester Lewis, six-months-okJ 
son of Craneman C. M. Lewis, Tie Plant, Green Spring, W. Va. ; Clyde Royce, son of Car Repairer O. H. Royce, Cincinnati Terminals; Marion R. Kopp, four-year- 
old daughter of George Kopp, stenographer. Engineering Department; Ruth, Inez, Louise and Lena, children of C. S. Mayfield, tank repairman, Cincinnati 

Baltimore and Ohio Magazine, May, 1921 


While train 84 was passing his station 
March 29, Freight Agent F. A. Hannainan, 
Shelby, Ohio, observed a broken arch iron 
under car, immediately signaled the con- 
ductor, who stopped train and set car out, 
before anj' damage occurred. 

II rinoi miiimnClTn)innnioiini(iiuiiOii>innnnOi iirmnQra'rniniunornniiirj i 



[iiiirrriOiiiiiniririainiininnE | 

{ Safety Roll of Honor 

I jnnmtniaiiiiiiiiiinaTnii 

Baltimore Division 

Engineer H. C. Quarles, in charge of 
engine 41 13, extra east, March 11, noticed 
a rough place in the track at Herring Run 
Dip and stopped his train. Thirteen inches 
of the rail were found broken off and miss- 
ing. Train dispatcher was notified. 

On March 12, while extra engine 4857 
was passing Hoods Mill, Trackman Samuel 
Duvall on Section No. 49 noticed something 
wrong with Baltimore and Ohio 130064 and 
called Conductor J. C. Dwyer's attention 
to same. Investigation developed that 
there were 2i inches of tread missing from 
wheel under this car. The condition of 
this wheel would probably have caused a 

Operator C. O. Warfel, Barnesville, on 
March 22, observed and reported brakes 
sticking on rear car, "Mizpah," of train 
No. 5. Train was stopped at Washington 
Junction, where the condition was cor- 

W. Boyer, operator, Monrovia, on March 
30 observed a car off track in train of extra 
west, engine 4598, which was passing. He 
notified the crew, who put air on from the 
rear. The east truck of Baltimore and 
Ohio 141238 was found to be off the rails, 
caused by door dropping down. 

Cumberland Division 

' During the? past month three unsafe 
conditions were reported by operators on 
the division, one being a broken rail; one 
a hopper bottom down and partly torn off, 
and one a case of wheels sliding. Fewer 
trains on the road than usual has reduced 
the number of observances. 

On February 28 Track Walker Frank 
Seeders, who was off duty, and who lives 
near Orchard Curve, west of Dan's Run, 
heard an unusual noise as a westward train 
passed. He investigated and found six 
inches broken out of rail on No. i track. 
He flagged the train and called trackmen, 
who made repairs. 

Pittsburgh Division 

It was reported to the dispatcher from 
Knox at 6.20 p. m., on February- i, that 
the valve rope on the water tank at Ship- 
penville was broken and engines could not 
secure water at that point. Conductor 
C. D. Newman, in charge of extra west, 
engine 1514, arriving at Shippenville and 
finding that no water could be secured, 
climbed up into water tank, repaired valve 
rope and reported to the dispatcher that 
the water was O. K. 

Pittsburgh, Pa., March 4, 1921. 

Mr. a. Stibor, 
Willow Grove, Pa. 
Mr. Clyde Johnson, 
Pittsburgh, Pa. 

Gentlemen — Your observation of a broken 
arch bar on Baltimore and Ohio 173694, 

in train No. 97, while passing M ill 
vale Station, February 28, and promptly 
transmitting this information to the opera- 
tor. Willow Grove, who stopped train at 
Etna, at which point car was set off for 
repairs, has been brought to my attention. 
I want to compliment you gentlemen, 
and it is a pleasure to do so. Alertness and 
keen observation are two of the most 
valuable and important assets in the Rail- 
road man, and upon them rest, in a large 
measure, successful operation. Again, let 
me thank you. 

Truly yours, 

(Signed) G. W. M.\rtin, 


Charleston Division 

Agent F. E. Friend, Gilmer, W. Va., has 
shown his interest in safeguarding the 
revenue of the Company by calling atten- 
tion to violations of the tariff. He has also 
helped in freight claim prevention, as has 
Agent W. H. Gross of Porters. 

Master Lewey Hoover of Ten Mile, W. 
Va., recently found a tree across the Com- 
pany's tracks near Ten Mile. He flagged 
passenger train 52 and advised the crew of 

While No. 37 was pulling into Clay, 
Conductor D. T. Foy noticed, as engine 864 
passed him, engine truck brace was down 
and dragging on rails. He called engineer's 
attention to it, and possibly averted a 

Agent L. A. Rollyson has again been 
watchful of the Company's business, in 
noting coal dropping from a passing car. 
Examination showed drop doors defective. 

Engineer W. P. Paxton, one of our most 
efficient passenger engineers on the Coal 
and Coke District, while traveling to 
Charleston on No. 737 recently, found a 
tree across the track at Mile Post 45. He 
secured an axe and climbed up the side of 
the cut and, with the assistance of crew and 
passengers, was able to get the tree cut 
and off the track with but slight delay. 

Foreman J. Douglas of Section No. 12, 
Elk Line, was loading a car of ties recently. 
In looking over the car he discovered a 
burst wheel. 

February finds the following engineers 
showing up with 100 per cent, efficienc}- in 
our fuel performance: 

W. T. Spencer, M. T. Hall, A. B. Nicho- 
las, J. H. Stalnaker, G. B. Ramburg, J. C. 
Jordan, R. Malone, R. E. Smith, O. W. 
Gum, A. B. Amos, A. F. Vorholt, M. A. 
Henderson, B. H. Griffin and W. P. Paxton. 

Newark Division 

While train 70 was passing his office April 
5, Agent-Operator H. W. McKown, Sun- 
dale, Ohio, observed car with broken down 
truck, got on caboose, notified conductor, 
who stopped train and set car out, un- 
doubtly averting an accident. 

New Castle Division 

On March 31, while extra east 2293 was 
passing Easton, the crew noticed that 
Baltimore and Ohio 191 598, empty box 
car, located on the siding, was on fire. 
The train was stopped, and the members 
of the crew succeeded in extinguishing the 
flames before much damage was done. 
Superintendent Stevens has written a letter 
of appreciation to each of these gentlemen. 
This train was manned by a Cleveland 
Division crew running over the New Castle 
Division at the time, and was composed of 
the following: Conductor J. E. Campbell, 
Engineer J. A. Moore, Fireman R. Aletz, 
Flagman D. Robinson, Brakeman A. Rich- 
ardson and J. M. Fowler. 

Cleveland Division 

Cleveland, Ohio, April 2, 192 1. 

Mr. W. F. Heidy, 

Dover, Ohio. 

Dear Sir — It gives me great pleasure to 
commend you for your close observance 
and discovery of a 22-inch piece of flange 
between the rails on the first curve west of 
"GI" Tower at 9.55 a. m., March 25, and 
your prompt report of same to dispatchers 
at "GI" Tower. 

Very truly yours, 

(Signed) H. B. Green, 


Cleveland, Ohio, March 22, 1921. 

Mr. M. Ellslager, 
Cleveland, Ohio. 

Dear Sir — I am informed that you were 
flagman on train of engines 2659 and 2759 
on March 22, and while passing over first 
crossing west of ' New Philadelphia, east- 
bound track, felt a jar as caboose passed 
over this crossing; that you immediately 
stopped train and went back to see what 
was wrong. On reaching this point, you 
discovered that 12 inches of rail were 
broken off and immediately notified section- 
men, who had rail repaired. 

'This indicates that you are taking interest 
in your work and that you are on the job, 
and I want to commend you for your 
action in this particular incident. 
Verj' truly yours, 

(Signed) H. B. Green, 


Indiana Division 

Joseph Glabb, signal maintainer, noticed 
something wrong with Baltimore and Ohio 
181025 when this car was passing Cochran, 
extra 2708 on March 16. He immediately 
notified crew, train was stopped and it was 
found arch bar was broken. 

The close observance of Mr. Glabb and 
prompt action in notifying crew, permitted 
car being set out at Cochran before any 
damage occurred 

Toledo Division 

On March 15, train 51, in charge of 
Conductor Perry Byers, took siding and 
met No. 86, engines 4550 and 4140, at 
Haskins, Ohio. Conductor Byers was 
standing on rear platform pulling through 


Baltimore and Ohio Magazine, May, ig2i 

siding as No. 86 was passing and noticed 
broken flange on Baltimore and Ohio 
139881. He immediately stopped his train 
and notified the flagman on train No. 86, 
who procee<led to stop train when it was dis- 
covered that 1 4- inches of flange was broken 
off and car set out at Roachton. 

On March 7, Brakeman P. O. Kronberg, 
on train No. 84, noticed that P. M. car 43 163 
in train No. 87, passing Belmore, Ohio, had 
a badly bent ajde. Brakeman Kronberg 
notified the crew and at Leipsic Junction 
inspection disclosed this car with bent axle, 
about 20 cars from engine. It was set off. 

Heroic Rescue in Race Between Man and Train 

THE attention of the various yard 
and engine crews working about St. 
George Yard, Staten Island, on the 
afternoon of March 7 was suddenly aroused 
by the shrill whistle of eastbound passenger 
train No. 164, speeding along in the direc- 
tion of St. George. 

They immediately observed a middle 
aged man (later found to be the captain of 
an outlying schooner in New York harbor), 
walking heedlessly on the same track toward 
the approaching train 1 50 feet away. With 
his eyes fixed on the ground, the man was 
approaching what looked like sure death. 

Noticing that the trespasser made no at- 
tempt to move from the path of the train, 
the engineer immediately applied the 
brakes, but being only 100 feet away and 

Frank Holder 

running 30 miles .per hour, it was certain 
that the train could not possibly stop in 
time. Luckily there was a man with 
supreme presence of mind among the on- 
lookers. Assistant Yardmaster Frank A. 
Holden, taking the situation in at a glance, 
dashed from the center of the yard over the 
network of rails toward the careless tres- 
passer, and although he had but slight ad- 
vantage in distance over the train, never- 
theless, through his great speed and fine 
nerve he reached the man 10 feet before the 
train did. Like a flash he plunged into the 
dazed captain and lifted him bodily from the 
track against the retaining wall four feet 
from the side of the cars, while the engine 
and three cars ran by. 

The Grim Reaper had been defeated by 
a remarkable display of heroism, bringing 
to the amazed spectators a most thrilling 
and hair-raising movie in actual life. Only 
after the train had passed and both men 
were seen huddled together against the wall 
was it reahzed that both were safe. 

Alarmed by the sudden application of 
brakes and shrieks of the whistle, several 
gentlemen alighted from the train and upon 
being informed of this remarkable piece of 
heroism, heartily shook hands and con- 
gratulated the hero. 

Heroes such as Frank Holden are few 
indeed, and in the minds of all who witnessed 
this extraordinary' display of bravery, no 
man has ever been more deserving of the 
Carnegie medal than "Frank." 

Railroad and talking to officers and em- 
ployes in many different kinds of positions, 
one cannot help but get the impression that 
our employes are trying a little harder than 
those of other roads to give good service. 
It is a fine thing to work for a Company 
whose employes give it such fine support, 
and it is but a truism to say that the results 
of this super-service will eventually become 
apparent in the greater prosperity of all 
connected with the Railroad. 

Cumberland Baltimore and 
Ohio Band 

THE M.\G.\ziNE office has recently re- 
ceived copies of two interesting pro- 
grams given by the shop band at 
Cumberland; one at Cumberland on Easter 
Sunday and the other at the Piedmont, W. 
Va., Opera House, on the afternoon of 
April 10. 

The program given at Piedmont included 
both classical and popular selections, with 
solos by Raymond Beck and Francis Hodel. 
Next to the last number was the Baltimore 
and Ohio Safet>' March, composed by the 
band leader, Professor Frank De Luca. 

Splendid reports of the good musicianship 
of this band come from all places at which 
it performs. This organization should be a 
valuable adjunct to the Company's activi- 
ties in Cumberland and a source of pleasure 
not only to its members, but also to our 
employes at that point. 

We would like to see a band of our em- 
ployes in every city on the System contain- 
ing large numbers of Baltimore and Ohio, 
people. Why don't the bandsmen at other 
places get together and show us the stuff 
they are made of? Why not have an annual 
band competition, or something of the sort, 
similar to the prize contests which used to 
be annual affairs with well-known singing 

Splendid Work of St. 
Baggagemen is 

THE following letter has been posted 
on the Illinois Division in such places 
as the train baggagemen in the St. 
Louis District can see it and learn of the 
appreciation of their good work : 

Gentlemen — In a recent conversation with 
Mr. D. O'Toole, general baggage agent of 
the Terminal Railroad Association of St. 
Louis, respecting this Company's baggage 
service conditions in that Terminal, and 
protecting bad order exceptions against 
damaged baggage, he stated that the work 
of the Baltimore and Ohio baggagemen 
was above the average, and that our service 
into the Terminal could not be excelled. 

There are about 20 Railroads operating 
in that depot, and the comparison is cer- 
tainly a great compliment to Baltimore 

Louis District Train 

and Ohio men and service, and I call it to 
your personal attention with pleasure and 

This manner of handling business is 
"REAL" service, and it is largely this 
spirit of the Baltimore and Ohio train- 
men which is making its passenger service 
so renowned. 

Am sure that you will be more than 
pleased to see how well your baggage work 
stands among so many lines. 
Very truly, 

(Signed) J. P. Dug.\n, 
General Baggage and Milk Agent. 

The M.\GAZiNE office is glad to get from 
every department and from every section 
of our lines letters commending the service 
of our employes. Going up and down the 

<;tTOT<c.ET ISVE. 

O^t^ < * »o^«W- 

Baltimore and Ohio Magazine, May, IQ2I 


Among Ourselves 

Baltimore and Ohio and Baltimore 
and Ohio Annex Buildings 

Law Department 
Correspondent, George W. Halxenbeek 

I like this. ^Tien our through trains 
reach 24th and Chestnut Streets, Philadel- 
phia, the trainmen in stentorian tones an- 
nounce "24th and Chestnut, the first stop 
in Philadelphia; the next stop, Wayne Junc- 
tion, the last stop in Philadelphia." Here- 
tofore Wayne Junction has not been re- 
garded as a station in Philadelphia, though 
it is just as much in Philadelphia as 24th 
and Chestnut, and has always been. 

Our stations are clearly and distinctly an- 
nounced, and any one on train 524 who 
does not understand the call that Mount 
Royal is the last stop in Baltimore, needs to 
have the wax removed from both ears. 

The Paymaster 

On the first floor of this great Central 
Building, the paymaster and his force of 
clerks preside. The clerks are a hard working 
set of men and women, and they earn all 
the money they get. We get our checks 
twice a month right on the minute beca 
this force I speak of has our interest ni 
view. They all work hard to serve us. 
Mr. Deverell 

Then, again, I hke to visit Mr. Deverell's 
office on the ninth floor. Mr. Deverell, 
assistant comptroller, is a tireless worker. 
He is a born accountant, a product of Cin- 
cinnati. He has a wide-awake chief clerk, 
J. W. Sweitzer, whose manner of handling 
the business convinces me that efficiency is 
at the very beginning of his vocabular>\ 
Even the junior clerks in this office evnnce 
qualification and capability. 

A Word from Cumberland 

I have received a most interesting letter 
from a gentleman in our service stationed at 
Cumberland, Md. He writes enthusias- 
tically of the Magazine; of the Safety 
campaign and in full praise of the saving 
habit, which he thinks should be more 
generally observed. 

40 Years in the Law Department 

On this first day of. April, 1921, I am cele- 
brating my advent into the Law Depart- 
ment. I am indebted to the late Dr. William 
T. Barnard, assistant to the president, for an 
introduction to the late John K. Covven, 
general counsel. I was a clerk in the War 
Department, standing perfectly still, and 
so I intimated to Dr. Barnard that a change 
would be agreeable. An introduction to 
Mr. Cowen in Baltimore followed and after 

m^- resignation in Washington had been 
accepted, I began ser\-ice in the Law Depart- 
ment. Sir. Cowen was one of the nicest 
men I ever met. 

At that time we occupied rented quarters 
in the old Reverdy Johnson residence imme- 
diately opposite the battle monument. The 
court house, a Httle brick building, stood 
down at the corner of Lexington Street; 
Barnum's hotel was just across Fayette 
Street, which was as narrow as present day 
alleys. We had a suite of rooms on the 
second floor, the detective firm of Smith, 
West and Lyons occupN-ing the ground 
floor. Our telephone ser^■^ce was poor 
enough and we kept the office fully occupied 
in running to Camden Station in transacting 
Ijusiness with the other departments located 
down there. 

When the new Baltimore and Ohio build- 
ing, where the Emerson Hotel now stands, 
was approaching completion, we made prepa- 
rations to vacate our rented quarters and 
take occupancy on the fifth floor of the big 
building. Where the Continental Building 
now stands, there was a little hit of a build- 
ing in which the American Telegraph Com- 
pany occupied quarters on the ground floor, 
""he Continental Building was the pioneer 
m sky scraping structures in Baltimore, but 
it was not long after that that other build- 
ings of like character were constructed. 
John W. Garrett 

I remember President John W. Garrett 
very well. He was a hard worker. Such a 
thing, as office hours was not in his vocabu- 
lar\-. Mr. Garrett would often take his 
secretary', A. B. Crane, out to the Garrett 
residence at Montebello. on the York Road, 
and poor Crane, sitting on the porch in the 
cool daj-s of the Autumn, would shiver. His 
pencil, as he often told me, would dance on 
the paper so that his pot hooks lacked legi- 
bility. Mr. Garrett, absorbed in his work, 
had a comfortable feeling and the work was 
continued until darkness overtook them. 
He was large and portly and a good liver. 
He had a habit of writing instructions on 
papers, using a pencil, and his writing was 
so atrocious that he himself could not deci- 
pher his own writing, like Horace Greely, 
after the matter became cold. 

Robert Garrett 

Robert Garrett, who succeeded his father 
as president, was a perfect Adonis, polite to 
a degree, and it was a positive delight to be 
in his company. It was after John W. Gar- 
rett's retirement and the accession of 
Robert Garrett to the Presidency that 
Erastus Wyman, of Staten Island, induced 
Robert Garrett to take an interest in the 
immense water front of Staten Island with 

a view to extending the Baltimore and Ohio 
to that section of New York. With the en- 
dorsement of John K. Cowen and Thomas 
M. King, this was brought about. Hence 
our location on Staten Island. The Staten 
Island property wiU be of the greatest value 
in the near future. Other big corporations 
have had longing eyes on the Staten Island 
water front, but the Baltimore and Ohio is 
firmly entrenched and I am mighty glad of 

When the spirit moves rae again, I want 
to tell the readers of the Mag.\zine how in 
those daj's we had no typewriting machines 
and so on. 

J. T. 

Car Service Department 

Lean- and H. V. Oberender 

It is with regret that we hear of the death 
of the father of Miss Meyers and the brother 
of Miss Ethel Beall. 

Here's hoping for a speedy recoverj" of 
Miss Berghoff's mother. 

"Alex" Donal and Ir\'in Boteler are taking 
singing lessons. You should hear them. 
Some BIRDS! 

Attention, girls! "Abe" Hawxhurst is 
stiU single. 

Matilda Baer eats doughnouts and crul- 
lers for lunch everx' day now. We wonder 
where she gets them. Walter Kent and 
"Mike" know and think it is adWsable to 
save up some dimes. Something coming off 

George Schildwachter is still working on 
the night force. George says it's kind of 
lonesome since the boys have ceased work- 
ing overtime. 

Our friend "Chris" Grieb was last seen 
looking in the window of one of the Balti- 
more Street jewelry stores. Is it a sparkler 
for her, "Chris"? 'The little boy is kind of 
shy, but I think he is going to beat us all 
to it: 

We were all surprised to see Mr. James at 
the Veterans' Ball, doing the old time waltz, 
with HER. Now we know why he likes the 
Eastern Star. 

The ball team is coming along fine. They 
expect to be at the top from the very start. 
Luck, boys; keep going. 

"Charlie" Bayn and Carl Hornfeck have 
challenged each other in a pie eating contest. 
We're betting on "Charlie." 

Miss Julia Eierman was given a surprise 
party on Easter Monday, in honor of her 
birthday. The affair was a great success. 
Miss Eierman was unaware of the surprise. 
Thirty couples, 21 of which were employes 
of the office, were invited. Everyone was 
requested to bring something in the line of 
eats so that nothing would be lacking. Bayne 

Julia was invited to stay at Miss Poteet's 
home so that the home could be decorated. 
The parlor and "lunch room" were hand- 
somely decorated with palms and cut 
flowers. Games were played, and there was 
music and dancing. "Eats" concluded the 

We hope she wUl have another birthday 

The First Embrace of Spring 

By Colonel Fred Schley 
Gentle Spring embraces us. The English 
sparrows are bus\^ building their nests, and 
the ubiquitous catbird is gossiping in bil- 
lingsgate, while the dainty robin avoids the 
society of that plebeian. 

On my way to the field of labour this 
morning, " Old Sol" was strenuously making 

Baltimore and Ohio Magazine, May, ig2i 

his appearance from behind somlire clouds, 
tinged with silver lining — and seeming to 
bathe the church spire with roseate splen- 
dor. The azure blue dome suggests the 
skies of sunny Italy. As I approached 
Monument Square, pigeons were affection- 
ately cooing; and by stretching my im- 
agination I could see a tawny thrush sing- 
ing rapturously the only song he ever knew. 
The rivulet — perhaps near the thrush — was 
finding its way toward the bosom of its 
mother, Neptune, and underneath trickling 
cascades I could hear the myriad whispered 
rotes of Nature's awakening. 

Coal Traffic Department 

Correspondent, George C. Bauer 

History Repeats Itself 

It is an old, old proverb that "History 
repeats itself" and the old dope sure did 
run true to form on March lo, when we 
marched into the camp of the Auditor Coal 
and Coke Receipts bowling team at the 
Y. M. C. A. Incidentally, we ruined the 
reputation of another equally tried and true 
adage, that "Lightning never strikes twice 
in the same place," for we not only struck 
in the same place, but we did infinitely more 
damage this time than last. 

As on February 26, our opponents barely 
won the first game, and likewise we again 
exhibited our recuperative powers by com- 
ing back strong and taking the second and 
third games. It certainly would be hard to 
find three more exciting games. We lost 
the first game by six pins and won the second 
and third by three pins and five pins re- 
spectively. The first game was nip and tuck 
all the way through, while we were forced 
to overcome a big lead to capture the 
second. In the third game, we were far in 
the lead at the halfway mark, when we 
suddenly seemed to lose our eye, and before 
we realized it, our opponents had nosed 
ahead. Going into the last box six pins 
behind, victory seemed out of reach, but 
jNIr. Cox, who had not rolled up to his usual 
standard, pulled oflF a wicked spare and the 
beans were spilled. 
The score follows: 

Traffic Squad 

C. W. Shinnamon 262 

C. N. Cox 277 

L. N. WiUiams 255 

G. P. Sauerwein 297 

G. C. Bauer 290 

Total 1381 

Coke Fiends 

Poole 263 

Lutz 265 

Atwell 249 

Spurrier ' 289 

Guy Pritchard 313 

Total 1379 

You will remember the little ditty in 
last's month's Magazine dedicated to the 
"Spare that Guy blew." Below are a few 
lines to commemorate the spare that 
"Coxey" made which won the match. 

The day was fair and the air was rare, 

But Guy was awful blue. 
Because he was there when Cox made that 

Which Guy had failed to do. 
It won the game, but it was a shame 

How sad Guy did appear! 
It dimmed his fame — it ruined his name, 

And wrecked his whole career. 

Engineering Department 

Correspondent, Oswald Eden 

With this issue begins the second year of 
the "Balti.more and Ohio Magazine," 

not only as to name, but as to size. The 
April, 1920, issue was six and three-quarters 
by nine and three-quarter inches, bearing 
the title "B.\ltimore and Ohio Employes 
Magazine." It was changed, with the 
next issue, to an eight by eleven inch book 
with the title "Baltimore and Ohio 
Magazine." Those of us whose duty it is 
to chronicle the various facts, follies and 
foibles of our fellow workers, let us all try 
to make the Magazine bigger and better 
in the broadest sense of the word. 

A strange coincidence happened to two 
of our stenographers the latter part of 
March. Miss Fox and "Jerry" were missing 
from work one morning. For further in- 
formation concerning this ask either one. 

Through the kindness of a fellow w'orker, 
I was the recipient of a ticket from which 
I derived a great deal of pleasure. The 
ticket gave me admission to a minstrel show 
and dance (the sixth annual) givfn by the 
Baltimore Chapter of the Baltimore and 
Ohio Veterans, held at Lehmann Hall, on 
March 31. Not wanting to get there too 
early or too late I arrived prompth' at 
8 p. m. Imagine my surprise to see the 
hall almost filled. Within 15 minutes after 
I arrived it was completely filled, with 
people standing along the aisles and in the 
rear. For something over two hours I 
stood and watched and listened. And such 
a show it was — not a dull moment in the 
whole two hours. After the show came the 
dance. What struck me more than either 
the show or the dance that followed was 
the way in which the Veterans chummed 
together, talking and joking with one 
another. All in all, it was a most enjoyable 
affair, and those who were either not 
privileged to or did not come certainly 
missed a really good time. 

When the candidates for baseball were 
called out during the latter part of March, 
I was among them. We practised one 
Saturday at Clifton. The following day I 
paid a visit to my Alma Mater and while 
there hit some ball's out to some of the boys. 
During the course of hitting, one of the 
balls glanced off and hit me on the edge of 
the left optic. The next day, when I came 
to work, I was asked "Who did it.-*" "What 
sort of new drink was it?" etc. Someon 
even went so far as to say that "She" had 
done it. Thus it is when one gets a dis- 
colored optic. (The reason this is written 
is because "Jerry" told me not to forget 
the incident of my black eye, and I am 
obliged to obey "Jerry.") 

As stated in the March issue of the Maga- 
zine that Miss Fox contemplated attending 
one of the dances at the Naval Academy 
within the near future, it came to pass, and 
lo, great was the "wenting" thereof! But 
in saying that her partner would be attired 
in a swallow tail and pretty white bosomed 
suit, with a close fitting pair of trousers, I 
made an awful mistake, as HE was a 
"Plebe," or better known as a "square 
cornered" boy at our famous Naval .Acad- 
emy. Miss Fox intimated that the sopho- 
mores treated her "plebe" rather roughly. 
Nev'er mind, though,. Miss Fox, he may j'et 
be one of them. 

Miss George Simpson, secretary to Office 
Engineer J. H. Milburn, is evidently of the 
opinion that employment in the drafting 
room calls for the acquiring of a collection 
of drawing instruments, which she recently 
purchased. The question now raised is: 
"Does a stenographer need ruling pens, 
triangles, curves, protractors, etc., to 
'engineer' a typewriter?" 

-April 2 was a great day in "Joe" Kemp's 
young life. When wifey asked why he had 
such a ruddy complexion that evening, he 

explained that he had been doing some 
"field work" that afternoon. Oh, you 

Office of District Engineer, 
Baltimore, Md. 

Correspondent, J. F. Collison 

Messrs. WiUiam C. Hart and H. C. 
Harrison can give a few pointers on slacking 
lime in glass jars (quart size); they both 
have had experience. Ask them to tell you 
about it. 

■Moving day seemed to be quite popular 
in our office for a time, only three out of 
the five employes having moved their 
place of habitation during the latter part 
of March and the first part of April. Messrs. 
Mather, Harrison and I are the accused. 

"Joe" Korte (pronounced cootie, if you 

please), rodman, Norton Branch, wants to 
know how to become a movie actor and 

how much it costs. 

Office of District Engineer, 
Pittsburgh, Pa. 

Correspondent, Miss M. M. Ward 

It is whispered around the office that a 
very pretty romance is budding, having its 
inception in the construction of the new 
Allegheny River Bridge. A certain promis- 
ing young engineer has been known to make 
many frequent excursions to the Pittsburgh 
office. If this terminates as we anticipate, 
we will be delighted to advise further. 

One of our "very nicest" engineers, 
attached to district engineer's staff, is 
receiving many tokens of tender affection 
which appear to have their origin in Balti- 
more. This is causing more or less mystery 
and we hope it will be solved in the very 
near future. How about this, Robert M.? 

It is reported that one of our transitmen 
is in the market for an old army tent to 
cover his family, having sold his home and 
having no place to go. Our sympathy is 
yours, Mr. Rodgers. 

Office of District Engineer, 
Cincinnati, Ohio 

Correspondent, G. F. Daubenmerkl 

Ask J. E. McKibben what he thinks of 
whole w-heat bread and a quart of milk as a 

During practice for the game with Ray's 
organization at Lawrenceburg, somebody 
asked Kolker if he thought it was July. 
Upon asking why, Kolker was informed by 
the "somebody," "I see you are always 

"Sam" Graham has been appointed 
custodian of the team's wardrobe. 

As a ballplayer, Mr. Southerington makes 
a fine acrobat. 

J. E. McKibben was out with the boys 
practising and threw a few over the plate. 
His arm is so sore now that he cannot write 
any chacks to pay the bills due May i, 
such as friend wife's Easter bonnet, etc. 

A good many of our hoys went up in a 
body to hear "Billy" Sunday one night. 
From reports it seems as if they all fell for 
"Billy," as some of them had sawdust on 
their clothes the next morning. 

Mr. Reising has disposed of his property 
in Norwood View. Norwood V^iew lost a 
good man, but Oakley profits by Norwood's 
loss. Mr. Reising will shortlv be mayor of 

Baltimore and Ohio Magazine, May, iq2I 


H. S. Davis is looking well, even though 
he is a newly-wed. 

P. A. C. has lost his grouch and life is 
now worth living. 

In the opening game of the season, 
Sunday, April 3, the General Office team, 
Cincinnati, Ohio, District Engineer's office, 
met and defeated Assistant Engineer Ray's 
Bridge Builders at Bridge 19-95, Indiana 
Division, Big Miami River, with a score of 
14 to 13. The features of the game were 
the heavy slugging of Stellmach, Ray's 
wonderful one-hand catch of a line-drive in 
right field for the Bridge Builders and the 
pitching of Reising and Thompson for the 
District Engineer's office. The umpiring of 
C. L. Vang and R. T. Everett was excellent. 

Score by Innings R H E 

GereralOffice 14 10 .S 

Bridge Builders 13 11 3 


General Office — Reising.p; Thompson. p; Dauben- 
merkl. c. 

Bridge Builders — Sparks. p; Cooper, p; C. Young, c. 

Umpires— C. L. Var.g. R. T. Everett. 

Strike Outs — Peising 7. Thompson 2. Sparks R. 
Cooper 2. Base on Balls — Thompson 1, Sparks 5, 
Cooper 2, Reising 1. 

After the game C. L. Vang entertained 
the boys with a banquet. We all join in 
giving him a rousing vote of thanks as the 
boys enjoyed themselves immensely and 
appreciate his kindness. We also wish to 
thank "Hank" Towner, the chef. We take 
our hats off to you, "Hank," when it comes 
to service. 

All right "Jim," let us hear from you 
when you want another sound beating. A 
very sad part of the game (at least to the 
Bridge Builders) wps in the ninth inning, 
when the Bridge Builders were taking their 
last whacks. With two out and^the bases 
full, J. P. Ray had to do the "Casy at the 
bat" stunt, thus ending the game (much to 
the delight of the General Office team). 

Freight Traffic Department 

Correspondent, Dorothy Rubenstein 

The Freight Traffic Department has at 
last come to life, and we trust the "Infant" 
will be welcomed into the fold, and take its 
place in the affections of the Baltimore and 
Ohio family. 

I am glad to report that a Welfare 
Association has just been organized in this 
office, of which our chief clerk, J. H. 
Graham, has been elected president; C. S. 
Knight, payroll and voucher clerk, treas- 
urer, and Miss Dorothy Rubenstein, stenog- 
rapher, secretary. Great things are ex- 
pected of this Association, as it is our aim 
to keep alive the spirit of good will and 
fellowship among our comrades in work. 

J. T. Wood, rate clerk, was married on 
April 23. He was presented with a beauti- 
ful chest of silverware by his fellow em- 
ployes, with their best wishes for a long and 
happy wedded life. Cupid has'been asleep 
for quite a while in this department, but we 
hope now that warm weather is on its way, 
that he will wake up, for ."In the Spring a 
young man's fancy lightly turns to thoughts 
of love." 

We are glad to have with us our friends, 
C. L. Cole, Jr., clerk, who recently under- 
went an operation, and C. L. Brown, secre- 
tary to Assistant General Freight Agent 
Roberts, who has just returned from a 
three months' leave of absence, because of 
illness. Both are rapidly getting back to 
normal, and we do hope that sickness will 
not deplete our ranks as it has in the past. 

Office of General Freight Claim Agent 

Correspondent, Miss E. T. Mvrr.w 

Some Recently Discovered Definitions of Our 
Various Sub-Departments 

By W. G. Rosensteel 

Claim Investigator 

To know how to spell a word you look in 
the dictionary. Before it may be found you 
should know how to spell it. But this is 
somewhat of a vicious circle whose circum- 
ference envelops us all. 

The following definitions are not in most 
dictionaries, consequently don't waste time 
verifying. Our various divisions are so 
important, however, that these were located 
in a rare edition that has since been cooked, 
and its identity effaced: 

AccoL'NTiNT.: The European quest of 
certain mamss for sons-in-law. 

ADjrsTiXG: Seeing that both suspenders 
are even length. 

Cl.\im Prevention-: Making love with- 
out popping the question. 

Dr.\fts: Something missing since Mr. 
Volstead broke up the party. 

File: The manicurist's principal weapon 
of attack. 

Mail: With the present daj^ feminism, 
the gentler sex. 

O. S. & D.: Some went over to Bowie, 
came back short, and with their reputation 
as pickers damaged. 

Person.^l Force: Aspiration of most 
youngsters, a la Dempsey. 

Reconsignme.vt: An after-thought when 
tempted to tell one to "Go to ." 

Record: Something we all are ambitious 
to break. 

Revision: What we all desire of the 
price of everything, downward except our 

Tr.\cing: A tissue paper pastime of 

Tr.\nscribing: Writing a love note and 
using the fervent passages of one of the six 
best sellers. 

Voucher: When the dictionary was 
printed, investigators wrote their own 
vouchers, so there were no definitions given. 

The reports of our traveling adjustors, 
while sometimes too brief, are usually lucid. 
Occasionally, though, they are a bit per- 
plexing, as one office investigator will 
testify when he was greeted with the 
following report on claim B-35690-70. 

"The contents of the two empty barrels 
has never been received." 

We are indeed sorry to loose our mutual 
friend W. H. Ellerfritz, who resigned his 
position as claim investigator on March 29 
to ;, go into business with his father at 
Thomas, W. Va. 

Mr. Ellerfritz was formerly with the old 
Coal and Coke Railway at Elkins, W. Va., 
until the railway was absorbed by the 
Baltimore and Ohio, at which time he came 
to our office in the Suspense Division. He 
is greatly missed by each and all of us, 
especially by the F. C. D. Team "A," on 
which he was a star bowler. Here's a wish 
for his success and good luck from each 
member of the department. 

Little Drama of Real Life 

Comedy in Five Acts 

Act I 

Madame Hyner's dehvery auto, highly 

perfumed and freshly massaged, stops at 

main entrance of Baltimore and Ohio 

annex .offices. 

Act 2 
Attendant enters corridor bearing small 
parcel, beautifully wrapped, be-ribboned, 
and sweetly scented, enters elevator and 
asks to be let off at the office of General 
Freight Claim Agent. 

Act 3 
Messenger inquiring of "BiUie Bounce" 
Waters where Mr. Clarence K. Townsend, 
otherwise and commonly known as "Bob," 
could be found. 

Act 4 
"Bob" approaches. Upon sight of the 
parcel his face becomes transformed. After 
paying the bill, receives the box and trips 
the light fantastic back to his desk, the 
happiest man in town. 

Act 5 
The be-ribboned parcel is open, disclosing 
a most wonderful collection of "Com- 
plexion Beautifier," "Health Cure," "Mas- 
sage Cream," "Corn Cure," "GUARAN- 
Wave," etc. 


It is a far cry from corned beef and 
cabbage to love; yet had you visited Lex- 
ington Market on Saturday afternoon, you 
might have seen one of our blue-eyed 
young maidens leaning against a meat stall 
and gazing rapturously into the face of a 
certain young man while he bargained 
with the butcher for his Sunday dinner. 

We are glad to report that Miss V. C. 
Brown, of ^the_^Suspense,j_Division is back 

Oosl>, Just 
fjve hAiwutes) 

up A penNy 
Now Merei 
TWO e'lTs, To-\ 
ctAyi K\Y LccKy 

What happened to the general freight claim agent's secretary on April i 

Baltimore and Ohio Magazine, May, iq2I 

Andrew Carrico, Jr., nephew of Miss E. T. 
Murray, Magazine correspondent 

with us again after an absence of three 
months because of a nerv^ous breakdown. 
Bowling News 

Arrangements are being made for con- 
stitution and by-laws of the Baltimore and 
Ohio Duck Pin League for 1921-22 season, 
and it is hoped that the spirit of the office 
will be with us again next year. The league 
opens the first week in September on the 
Regent and Victoria alleys. 
^ The General Freight Claim Agent's Team 
"A" still stands first in Division "A" 
League, and we hope to participate in the 
championship games between winners of 
sections "A" and "B" at the Regent alleys 
on May 10 and 13. 

On those nights let us have as many 
rooters as possible to back up the boys. 

Ere this article reaches the M.'^gazine, 
our mutual friend, G. E. Harris of the 
General Division, will have sailed across 
the ocean blue to England, where he will 
sojourn for several weeks. With a two- 
months furlough G. E. promised himself 
not to return until he had seen all that time 
would permit. 

On the morning of April 6, Morton B. 
Bond, claim investigator, called on the 
'phone and announced that another <)J4- 
pound Baltimore and Ohio Railroad man 
was born. Congratulations, Morton! 

Printing Department 

Correspondent, M. J. Conroy, Proofreader 
He Got It on the Kebound 

In the April IVL\g.\zine in an article 
entitled "The Way It Works Out," the 
following sentence occurs: "The two ends 
attained are inseparable and, generally 
speaking, it is becoming more and more 
generally admitted by both management 
and labor that what redounds to the pros- 
perity of the railroads redounds in equal 
degree to the welfare of its employes." 
You will notice the innocent word "re- 
dounds," near the end of the sentence. 
Well, thereby hangs a tale. The typist 
typed it "redownds" and after passing 
through several hantls here it finally was 
straightened out. After it was on the press 
one of our eagle-eyed pressmen spied it and 
shouted to his helper to "Shut 'er off!" 
He grabs a sheet and rushes up stairs to the 
foreman: "Whatincll is the matter with 
you fclhnvs up here. Are you blind! Can't 

you read! Look at that." The foreman 
looked at it and said he couldn't see any- 
thing wrong with it. "You can't! Look at 
that word there, 'redounds,' twice. That 
should be rebounds." {\) 

The sympathy of the Printing Depart- 
ment is extended to Charles J. Lehmen in 
the death of his mother on April 15. A 
beautiful floral design was sent as an ex- 
pression of our sympathy. 

Relief Department 

Correspondent, H. Irving A1.\rtin 

The poet sang of Spring and how in that 
blissful season "the young man's fancy 
lightly turns to thoughts of love," but 
Building Inspector "Dan" Sliivers and his 
side partner, "Bob" Graham, claim that 
the young men of this age spend all of their 
springtime in thoughts of building houses. 
The days of our building inspectors are 
now spent in journeys up, down, and over 
the System; in scrutiny of maps, plans 
and specifications. 

"Shake" is dividing his time between 
interviewing Dr. Mathers, and imparting 
some of his stored-up knowledge to our new 
front-office assistant, William Luther Jami- 
son. Brother J. comes to us from the 
General Storekeeper's office to take the 
desk lately held by Merle C. Bryant, who 
left us to spend some time studying the 
scenery in and around Weston, W. Va. 
Jamison gives us the following biography 
for insertion in our "Congressional Direc- 
tory." Bom? Yes. Graduated from the 
Baltimore City College in June, 1920, and 
immediately thereafter started into hard 
work with the Crown Cork and Seal 
Company. Worked for the General Store- 
keeper from November 22, 1920, to Jamaary 
31, 1 92 1. He had also spent his summer 
vacations working for the Standard Oil 
Company and the Crown Cork and Seal 

We are all going to miss Doctor Robb 
and we appreciate the feeling that lies 
behind the biographical sketch written by 
W. H. Ball, assistant to superintendent and 
chief clerk of the Relief Feature. Ball 
started his official career with the Relief 
Department as clerk to Doctor Robb and 
it is now a labor of love for him to write 
about Doctor Robb's long and faithful 

The mention of Spring recalls the days 
at Relay, Md., when the department was 
cjuartcred in the hotel building at that 
station. The accompanying picture of the 
office force (also the station force), was 
probably taken in the Spring of 1904. This 
photograph was resurrected from the dustv 
past by AL B. Smith of the General Pay- 
master's office. The officials and clerks 
whose faces appear are as follows, first row: 
Ralph Kinnaird, "Bob" Graham, Edgar 
Wilson and George Mittendorff. Second 
row: Miss Mabel Wilcox, H. A. Bateman, 
assistant superintendent; S. R. Barr, super- 
intendent; John P. Hess, chief clerk, and 
Miss Elizabeth Weis. Third row: R. F. 
Eddins, J. C. Bredehoeft, Har\'ey Wilson, 
W. F. CosteUo, T. A. Murphy, J. C. Wei- 
gandt, Arthur Boteler, D. R. Thirston, 
Ross Mitchell, A. C. Bowersock, and 
Robert Baldwin, baggagemaster. Fourth 
row: J. H. Toomev, ticket agent; T. 
Parkin Scott, W. C. Loewer, T. W. Fague, 
S. H. Griest, C. W. Ruddach, R. E. T. 
Owens, D. A. Bradv, and W. R. Smith. 
Fifth row: E. F. Dempsey, W. L. Silver- 
wood, Paul Ebberman and "Joe" Hellman. 

Of these, S. R. Barr, H. A. Bateman, J. 
P. Hess, T. A. Murphy, J. H. Toomev, W. 
C. Loewer, C. W. Ruddach, D. A. Brady 
and Robert Baldwin have "crossed over 
the river to rest under the shade of the 

Telegraph Department 

Correspondent, Della M. H.\ix 

And now "Ben" went and done it. Those 
beautiful tresses which for many a year 
have adorned his face just under his nose, 
have disappeared. The big advantage is 
we can now see what Mr. Thompson looks 
like; the big disadvantage is that we can- 
not now see which way he is looking. 

When the telephone rings, answer it 
promptly — "Air. 's office, Mr.— — -speak- 

Supervisor Time Service Donnelly has 
now taken up chaperoning. Aluch more 
interesting, you know. Wait until the 
Cleveland trip comes ofif. 

Great reductions have been made in 
telegraphing. Good work — keep it up. 

Catherine is at least truthful — she hasn't 
denied it. 

We knew them when ■ 

'see Relief Department notes) 

Baltimore and Ohio Magazine, May, 1921 


Maple Crest Farm, where "Phil" Woods' rabbit lives 

"Frankie"Offutt didn't go coon hunting at 
Annapolis because the moon wasn't out. 
We take it that she had a walk in the 
"moonlight" though. 

When vou write a telegram think of four 
SY^IBOL, and you are going right. Try 
it, it's like running a flivver, E-A-S-Y. 

Murphy likes yellow cats and Bishop 
likes yellow, too. 

Answering correspondence without delay 
often saves telegraphing — and ilicidentally 
time and money. 

The "bunch" took a Sunday trip to 
Washington recently, and among the in- 
teresting things picked up was information 
that "Xiarriage licenses cost $1.00; dog 
licenses, $2.00 " But it's cheaper in the 
long run. 

Transportation Department 

Correspondent, J. B. Egerton 

One often meets acquaintances — espe- 
cially while traveling — who travel a good deal, 
and the conversation could easily be led 
into the channels of good traveling, etc. 
Such opportunities for boosting our Road 
should never be let slip by. Every little 
bit helps, you know, and we have so much 
confidence in the service of our Road that 
we are sure that if we can persuade our 
friends to try it once they will never need 
coaxing again, but will use it always. 

The accompanying picture is of "Phil" 
Wood's pet Bunny, together with a peep' at 
the orchard scenery of his father's farm, 
Maple Crest, at West Swanzey, N. H. We 
think this would be a lovely place to spend 
a vacation, but it never occurred to "Phil" 
to ask us. Never mind, he's a hard worker 
in the Mine Rating Bureau, and we can't 
expect him to have vacations and coal cars 
on his mind at the same time. 

On March 24 a team consisting of the 
following men: C. L. Correll, H. F. Ittner, 
Freight Claim Deparment; W. L. Fowler, 
Operating Vice-President's office; E. Smith 
^lotive Power office; R. L. Mansfield and 
P. L. Ackler, Transportation Department, 
went to Washington with the intention of 
defeating the Washington Terminals. The 
scores were, first game: W. T. 476; Balti- 
more and Ohio, 489. Second game: W. T., 
490; Baltimore and Ohio, 487. Third 
game: W. T., 483; Baltimore and Ohio, 

488. Our team won two games out of three 
also on total pins by 15. On March 29 we 
again bowled the "Terminals, this time on 
our own alleys at the Regent. The result 
was, first game: W. T., 478; Baltimore and 
Ohio, 450. Second game: W. T., 472; 
Baltimore and Ohio, 488. Third game: 
W. T., 488; Baltimore and Ohio, 481. 
They won two games out of the three and 
on total pins by 19. ' 

'Twas on the night of March 17. Two of 
the boys went to a mask ball given by the 
Eastern Star at the Jr. O. U. A. M. HaU. 
One went as a fat man and the other went 
as a skeleton. The peculiar part about it 
was that they didn't wear masks and they 
both won prizes. Draw your own con- 

The Inquisitive Tattler 

"Why do women spend so much time 
powdering their noses?" 

E. M. W. — It is a well-known fact that 
when a woman's nose is shiny, one may see 
his reflection in it. It is also a well-known 
fact that one may see his reflection in a 
woman's eyes. Therefore, woman powders 
her nose. 

E. V. McC— They don't! 

E. B. — The actual time spent by women 
in powdering their noses is really not worthy 
of notice. 

E. D. — I powder my nose so that some 
people will not see how hideous they look 
when peering into my face. 

L. C. — Woman is going to powder her 
nose as long as there is no other way to 
overcome the great diflficulty — of having a 
shiny nose. 

P. L. A. — Most girls use a little Poudre 
Parisienne to hide spots here and there that 
might displease the more fastidious of their 
friends. | 

J. B. E. — For no other reason than that 
the Tyrant Fashion, under whose baneful 
yet beneficent sway I am forced to live, 
has so decreed. The day may come, how- 
ever, when a woman with a highly polished 
complexion will be considered an object of 
beauty, and then — 

(Note — Suggestions for pertinent ques- 
tions are always welcome and should be sent 
to the Int]uisitive Tattler in care of the 
correspondent. And it will indeed be much 
appreciated by the "I. T." if the ones to 
whom these questions are put will answer 
promptly, as requested.) 

Interesting Facts about Interesting 

The next time Roy Landon takes a girl 
out to lunch on pay-day it might be well for 
him to take her to a place that is not fre- 
quented by so many Transportationists as 
C — — 's. We have been told by no less 
than 1 1 different persons that Roy Landon 

was seen taking a girl to lunch at 

(Still Small Voice: "Aw, have a heart!") 
We have. 

Team! Team!! Team!!! 

At any rate, if that isn't what ever\-body 
is saying, it is what everybody is thinking 
these days. And believe me, we've got 
some team. Just wait till we get our suits 
'n everything, then we'U show you how cute 
we look. And we promise to have enough 
balls to go 'round without having to scrap 
for them, too. 

Now we can all have our "pixter's" took. 
"Lou" Clark has won a No. 2-A kodak for 
13 cents! I always did say that girl was 
lucky- ! 

Valuation Department 

Baltimore Office 

Correspondent, E. B. Pierce 

We now have a baseball team in our de- 
partment. "Joe" Renehan has the spirit 
to produce a winner. It is up to the players 
from now on to show up at practice games 
in order to make good. Other Baltimore 
and Ohio teams take notice. 

Our Baltimore office is so large that it is 
almost impossible to keep track of the 
changes going on from time to time, partic- 
ularly when the correspondent is away from 
headquarters. Employes can help by col- 
lecting good, newsy items and turning them 
over to the correspondent. 

W. J. Freres, of W. C. Cole's force, has 
accepted a position as resident engineer with 
the State Roads Commission of Iowa. 

S. I. Kahler, of W. C. Cole's force, has 
taken the position of assistant to the city 
engineer, Baltimore City. 

Mrs. E. M. Barker has completed a 
course in English at the Baltimore Poly- 
technic Institute night school. Mrs. Barker 
was one of the four leading members of the 
class to receive a special certificate. Exer- 
cises were held on the night of March 30, 
Mayor Broening presenting the certificates. 
Congratulations, Mrs. Barker. 

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Baltimore and Ohio Magazine, May, iq2I 

William Gerhold at Balance Rock, Garden of 
the Gods, Colorado Springs 

Miss Marie Wagner, Passenger Bureau, 
has been transferred to this office, on W. C. 
Cole's force. She makes a pretty addition. 

Albert Aschemeier left our office to try 
out for first base with the Reading, Pa., 
International League team. "Asche" is a 
hard worker. We wish him success. 

Raymond Coulton, of C. A. Davis' force, 
has been transferred to Washington, D. C. 
The girls miss the "chocolate soldier," one 
girl in particular. Raymond lost his ivory 
cigarette holder in the wash room, just 
before he left. Will finder please return it 
to him? 

H. E. Schutte, formerly connected with 
the Electrical Engineer's office, has been 
made assistant to A. W. Norton, 
pilot engineer, Equipment force. 

W. R. Price was married on April 
20 to Miss McCallister, the daugh- 
ter of Baltimore's leading sporting 
goods dealer. Price is a good sport 
and our best wishes are his. 

"Snookums" Pohl also expects to 
become a benedict soon. Good luck 
to you, " Snookums. " 

Mr. Warne is a proud daddy ; he 
has reason to be. Didn't the stork 
bring him a fine little daughter? 

Who likes Roquefort cheese? 
Rcnehan passed some to Miss Block, 
who tasted it and passed it on to 
Miss McMann. Miss "Mac" de- 
vc^ured it with a relish — until "Joe " 
told her that his wife had found 
worms in it. The scene was changed. 

Allen L. Dell was the recipient of 
numerous birthday cards, signed 
"Luther," "Nellie," "Ma)\" "Elsie," 
etc. His nautical luck may change 
if he slips on the Sea of Matrimony. 
Dell is a Beau Brummell on land, and 
he knows what makes wild cats wild. 

Excuse us, friends, our work is 
serious and full of detail. Now and 
then we resort to foolishness, but 
wait. A good report about Valua- 
tion is being prepared for our 

Auditor Coal and Coke Receipts 

Correspondent, John Limpert 

The latest atrocity perpetrated on 
the unoffending citizens of Catons- 
ville was committed by one "French" 
Gartrell of this office, who during 

Easter week, as a member of an organiza- 
tion presenting a cantata, was supposed to 
sing a solo. All went well until it came to 
"French's" turn. Then the tragedy came. 
On the first note, three women fell over in 
a faint; on the second and third, seven 
more women and one man with a weak 
heart were added to the list, and this ratio 
was sustained until, when about quarter 
through the song, the lights started to blink 
and, as if to shut out the terrible scene, 
slowly went out. Bedlam broke loose and 
a catastrophe was only averted by someone 
sending in a hurry call for the Volunteer 
Fire Brigade. Ne.xt time the church has a 
cantata, instead of paying "French" to sing, 
they are going to pay him to keep quiet. 

Brother ".W" Lehman steps out into 
prominence for this issue and wrests the 
laurels, long worn by W. H. Brauer, as the 
champion overcoat loser. It used to be 
a yearly event for W. H. B. to lose an 
overcoat at the Burlesque Boys' Ball, but 
those days were different. And just to 
think, a S60.00 baby at that. Just laid it 
down to bowl a couple games, and presto! 
when he goes to look for it — nothing doing. 
Better keep your overcoat on the next time 
you bowl, Albert. 

On Wednesday night, April 6, the curtain 
was rung down on the bowling season for 
this office. For the initial effort, the event 
was a success from every standpoint. The 
attendance was exceptionally good and the 
spirit of friendly rivalry always in evidence. 

It was seen early in the race that the 
Kilkenny Kats had all the class, but the 
battle for second place was a corker. These 
two teams — Wild Cats and Sad-as — fought 
it out to a finish. Just how close the race 
was may be judged from the fact that the 
result was in doubt until the final ball was 
delivered in the last game. These two 
teams were tied on the last night; Sad-as 






won the first, Wild Cats the second, and by 
consistent bowling, aided and abetted by 
several lucky marks, Sad-as won the last 
and deciding game by a 15 pin margin, 
thereby going into second place. Through 
the loss of a good player at the very start 
of the season, the Excelsiors were placed 
under a severe handicap from which they 
never did recover, although they showed 
themselves true sports by sticking it out. 

The standing of the teams and individual 
averages are as follows: 

Team Stavding 

Won Lost Per Cest. 

Kilkenny Kats 43 20 682 

Sad-as 32 31 508 

Wild Cats 31 32 492 

Excelsiors 20 43 318 

Individu.\l Averages 

Games Pins Average 

Pritchard 60 6124 102-4 

Spurrier 63 5988 95-3 

Atwell 60 5626 93-46 

Poole 63 5790 92-57 

Lehman 5734 91-1 

Lutz 60 5433 90-33 

Reichert 63 5686 90-16 

Ackler 5569 88-25 

Limpert 5531 87-5^ 

Spedden 51 4450 87-13 

Burns 57 4939 86-37 

Shakspeare 60 5173 86-13 

Dudderar 63 5370 85-15 

Braurer 57 4745 83-14 

Cann 51 4224 82-42 

Moore 48 3941 82-5 

Schuster 55 4495 81-40 

Milnor 57 4593 80-33 

Snyder 54 4329 80-9 

Hartwig 57 4558 79-55 

P. S. — Just by accident we discovered a 

brown derby hidden away in a corner and, 

being in pretty good shape, presented 

it to F. B. Milnor, who waited until 

the last night of the season to equal 

the league record held by George 

Schuster, i.e., three down the gutter. 



Auditor Disbursements 

Correspondent, John C. Svec 

The Accounting Department 
trimmed the boys of the Coal Traffic 
Department at Duck Pins on March 
1 1, to the following tune — Account- 
ing Department: Beck, 285; Whelan, 
280; Ryan, 310; Boring, 317; Baker, 
357— Total, 1549. Coal Traffic 
■ Manager's office: Sauerwein, 311: 
Cox, 335; Blake, 252; Bauer, 269; 
Shinnamon, 244 — Total, 141 1. 

Auditor Merchandise Receipts 
P. Henry Starklauf 

Arthur Elwood Fleming recently 
arrived in the family of "Sergeant 
Bob" Fleming, as did Edward Alex- 
ander Valentine, Jr., in Tacoma. 
Wash., son of our "former Miss Mary 
Lillian Ganzhorn.j Best wishes. 

It is with profound regret that we 
chronicle the sudden death of Miss 
Margaret Gustin, on March 19 
Services were held at her home in 
Govans by Dr. Clark and at the 
home of her grandparents in Blan- 
chester, Ohio, by the Rev. Dr. 
Rowland of the Univers:ilist Church. 
Interment •■.-'as in the I. O. O. F. 
Cometerv there. Floral designs 

Baltimore and Ohio Magazine, May, 1921 


Miss Margaret Gustin 

were sent by the Comptometer Local and 
Revision, and Interline Divisions. Quite a 
favorite among the younger set, her bright 
face will be missed in our organization. 
The family have our condolences. 

James Bander Adams, an old-timer 
among the men in and around Hancock, 
passed away suddently at a local physi- 
cian's office in Hancock where he had gone 
to seek relief on the night of March 31. 
The writer will truly miss him, as "Jim" 
always had a hearty hand-shake #nd an old- 
fashioned greeting for me on my many 
hiking outfits in and around Hancock and 
Berkeley Springs. He avoided my kodak, as 
we often wanted to "shoot him" in order 
that we might put him in the Magazine as 
a representative employe "who was always 
on the job." His sisters have our sym- 

Clerks in this office are endeavoring to 
put Elkins on the map, now that it is on the 
System. What's the attraction. Misses 
Worthington and Taylor? You may evade 
me for a while, but my trusted lieutenants 
•will get you in the end. 

Xo matter how big and stout Caldwell 
may get, he will always be Lean. Yes, and 
as for Ralph, no matter how unfortunate 
his wife may be, he will always be Luckey 
Not so long since he was serenaded by the 
Agony Five of the Revision Department — 
"Shad" Gilley, Henry Hudson, James 
Scharf, John Herpel and "Joe" Simmonds. 
Shades of Mozart! Jazz and syncopation 
were so in motion that the latest echoes of 
the neighbors were that the harmonious five 
be headed south or some other equally 
warmer seaport. 

We also have another five — seniors this 
time (not juniors as are the afore-men- 
tioned) — the Terpsichorean Five, who want 
to be real young again, taking modern ball- 
room dancing lessons — observe, too, private 
lessons — lest none but themselves criticize. 
One of the number is studying steps. (Can't 
quite get this one, although'a half soldier my- 
self). Why should he be reading a military 
booklet, particularly that section "The 
School of the Soldier"? Maybe the Lieu- 
tenant from Holabird has given him a task 
for penance. Shake 'em up fellows, right 
hands to right. Blow the whistle! 

Walk is part of my name and some of us 
love to walk, but walking for sure did outdo 
the Sisters Lena and Theresa, who recently 
visited "the City." The Statue of Liberty 

steps almost finished them. Enclose self- 
addressed stamped envelope for remedy for 
aching feet. 

Auditor Passenger Receipts 

Correspondent, G. Fred Miller 
Secretary to Auditor 

At a pretty surprise luncheon, tendered 
her at the country home of Miss MoUie 
Hamlen, Glenbumie Manor, Md., Miss M. 
Rowena Lathroum was presented with soine 
exquisite china. On March 13, Miss 
Lathroum was married to Mr. Horace 
Frederick Rockwell. After an extended 
honeymoon they will make Baltimore their 
permanent home. All join in extending 
congratulations and offer best wishes for 
many years of happiness. 

What a lovely time we had in Washington 
during the Inauguration! It was splendid, 
the crowds were congenial, the weather 
invigorating, and we just had the nicest 
time going over. Chocolate and every- 

Miss Mildred Eberhart and Mrs. John J. 
Kavanaugh have fully recovered from 
operations and have returned to the office. 
We are happy to have them with us again. 

Young married men of the office have 
discovered that their vacations can be put 
to very beneficial use. Each Thursday 
morning their wives present them nice boxes 
of freshly dug "wiggley woims," and an 
egg sandwich, and they forthwith rush off 
to the happy fishing grounds, where they 
gather in Friday's dinner. Pike are running 
especially well now. 

Are you going on the personally con- 
ducted tour to New York with the A. P. R. 
Welfare Association? Get full particulars 
from Mr. Finn. They "gonna" ride on the 
Fifth Avenue busses, see the home for 
fishes down by the Battery, see the Zoo and 
Chinatown and all of New York in one 
whole day. 

Full particulars as to the proper manner 
in which to make journeys to the Middle 
West can be had by communicating with 
the three twins of this office. Instructions 
as to comfort, meals, and best hotels will be 
gladly given. The use of camp chairs is 
advocated for all trips. 

Miss "Dottie" Wills received quite an 
expensive Easter basket from one of her 
many admirers. After presenting the gift, 
however, the donor was suddenly called 
home because of a serious accident. We 
are glad to say he rapidly gained con- 
sciousness and has fully recovered. 

Now is the time to use some of our new 
Spring energy to gather business for the 
Railroad. Go get it, freight and passenger. 
Just drop a word here or there, and you 
will be surprised at the result. You know 
the old saying about "Little drops of water 
and little grains of sand." Well, the same 
holds good in business. It's the little 
things that count. Just a little act of 
courtesy, or a little deed of kindness may 
mean much to the Railroad and to our- 
selves, personally. Tell your friends where 
you work, why they should patronize this 
Company, what a fine road it is to travel 
on, and the splendid fast freight service we 

Our baseball team is working out fine, 
and they expect to be well up among the 
leaders in the Baltimore and Ohio league 
at the end of the season. 

Come see the office after our recent 
Spring house cleaning. 

•sL YOUCanG^ 

Without a Dollar of Cost 

Tou don't have to pay for 
it — not even the freight. 
Xot a dollar of jour 
money is required. Tiie 
man shown in the car an- 
swered our ad. Now he's 
riding in the car we gave him. 
Don't send a cent — just your 
that's all. Do it now. A post card will do. 
send you a dandy auto also. 

G. WOODS. Mgr.. 203 Capital BIdg.. TOPEKA. KANSAS 

You can get one too. 
name and address — ■ 
I want t» 

Cost Department 

Correspondent, R. N. Frye 

R. W. Rittenour, special engineer, has 
been assigned to temporary duty, Wash- 
ington Terminal. 

H. P. Hahn has been stationed at St. 
George, S. I., in connection with improve- 
ments at the S. I. R. T. Company. 

J. E. Weilert has purchased the "spark- 
ler, " which a certain young lady is wearing, 
and we expect things to happen around the 
middle of June. Give us all an invite, 

Engineer J. M. Russell is wearing the 
broad smile, the stork having visited his 
home and left a 9-pound boy. Another 
engineer for the Cost Department. 

G. W. Kelly, engineer, has left us to ac- 
cept employment with the City Sewerage 

Walter Knell is with us again after a bad 
attack of the "flu." 

On April Fool Day, "Joe" Bohlman 
called the Druid Hill Park Zoo, and was in- 
formed that Mr. Hay was still in the loft. 

The spring fever has gotten a grip on the 
office and you hear all complaints durins 
the day, such as, fishitis, baseballitis, boat- 
itis, bowhtis, golfitis, chickenitis, etc. 

Real Workers 

Insist on 

Tower's Fish Brand 

For Rainy 
Day Wear I 

Two styles of 
medium length 
coats especially 
adapted for 
railroad men. 
No. B421 fitted 
with Reflex 
edges that stop 
the water from 
running in at 
the front, and 
No. B411 fitted 
with Brass 
Clasps and 

Catalog Free 
Dealers Everywhere 

This mark 
satisfaction 'Xj/fBRA^^ 

A. J. Tower Co. 

Established 183b 
Boston, Mas^. 

Please mention our magazine when writing advertisers 


Baltimore and Ohio Magazine, May, iq2I 

\'isit Clifton Park any Saturday after- 
noon and watch our Cost Engineer Bennett 
make a hole in one, on the golf course. 

R. F. Klebe has returned to his desk after 
an attack of the "flu." 

Frank Nichols is confined to his home 
with the "flu." 

The entire office extends its sympathy to 
L. E. Emmett, our co-worker, at Cincinnati, 
who has asked for an indefinite furlough 
because of ill health, after a very serious 
attack of the "flu." 

Staten Island Lines 

Correspondent, G. F. Goolic 
What Indeed ? 

When the workmen own the workshops. 

And the railroad men the rails; 
And the grocery clerks the groceries. 

And the mail clerks own the mails. 
When the preachers own the pulpits, 

And the pressmen own the shops; 
And the drillers own the oil wells, 

And the jails are owned by cops. 
When conductors own the street cars, 

And each driver owns his bus; 
Will you tell us common people 

Whatinell becomes of us? 

Thursday evening, March 31, Staten 
Island Railroad Club held its third enter- 
tainment and dance of the season at their 
club rooms, Livingston, Staten Island. 

Two happy Staten Islanders 
Miss B. I. Heal and William D. Risch 

Messrs. Carney and Brown, popular 
black-face comedians, made a great hit 
w'th their songs and jokes, responding to 
several encores. Mr. Carney is employed 
in the Alaintenance of Way Department 
and Mr. Brown is a former employe of the 
Car Accountant's office. They put over 
"Floatin' Down to Cotton Town," garbed 
in appropriate costume. 

Charles Donnelly, trainman, gave a good 
imitation of train No. 697 pulling out of St. 
George "On Time," followed with another 
correct imitation of Engineer Michael J. 
Hanlon trv'ing to get started when the rails 
are covered with ice and snow. Mr. 
Donnelly completed his number with a 
buck and wing dance and was loudly 

Miss Frances Connine, ticket agent, 
rendered the popular hit "O-h-i-o" and 
"I Want to Go to the Land Where the 
Sweet Daddies Grow." 

John Howard, of New Brighton, who is 
making his debut in Keith's Circuit, New 
York, with "Gus" I-'dwanis, rendered his 
original jazz dance which was well received 
by the audience. 

Music for this affair was furnished by 
the well known Staten Island Railroad 
Club syncopators. 

Refreshments were served by the ladies, 
whose home-made cakes were much enjoyed 
and for which we thank them. 

The door prize for the ladies was carried 
off by Miss Elizabeth Adams, secretarv' to 
chief clerk, Lighterage Department, vSt. 
George. Joseph Bloom, clerk, Tompkins- 
ville Freight Station, held the lucky number 
for the gentlemen's door prize. 

All enjoyed themselves immensely and 
it was not until the wee hours of the morn- 
ing that the professor was permitted to 
play "Home Sweet Home," which was 
music to his ears. 

M. J. Kubinak recently announced that 
he was "an old married man." We wish 
him happiness. Too bad, girls, but there 
are still a few bachelors. 

Did you hear the latest? Agnes Doody, 
telephone operator, St. George, is now known 
as Mrs. Blair Kuehn. The luck>' fellow 
comes from the coal regions of Pittsburgh. 

The employes of the Staten Island Lines 
extend their heartfelt sympathy to Clerk 
Leo Meloy in the loss of his mother, who 
died recently of pneumonia. 

Miss Lillian Breidenback, formerly em- 
ployed in the Car Accounting Department, 
Pier 6, St. George, became the bride of Dr. 
W. J. Higgins on Easter Sunday. The Car 
Accountant's office presented her with a 
handsome boudoir lamp. 

Frank Shannon, leading laborer, Section 
No. 6, has been promoted to track foreman 
of Section No. i, vice John Carroll, trans- 
ferred to crossing watchman. John Carroll 
came into the employ of the Company in 
July, 1896, as a trackman, and on March 20, 
1903, was made track foreman of Section 
No. I. He remained in this position until 
March 31, this year, when his eyesight 
failed. Mr. Carroll is an old and valued 
employe, and the Maintenance of Way 
Department regrets losing him. 

The accompanying picture is of Miss B. 
I. Heal, stenographer, Division Engineer's 
office, and Traveling Auditor William D. 
Risch. "Bill " comes from a place you can't 
find on the map without a magnifying glass 
(Hackensack, N. J.), and " Bea " comes from 
a place just as bad (Staten Island). They 
make a good pair. What do you say? 

Baltimore Terminal Division 

Correspondent. Martha V. Fox, Car 

Record Clerk 
The elevators at Locust Point now have 
100 per cent, membership in the Relief De- 

The new system of cleaning and trans- 
ferring grain and the high pressure dust col- 
lection systems, the most modern and ex- 
tensive systems of any elevator, are now in 
full operatioia. Both driers have been going 
night and day since February 14, drying at 
the rate of over 1,500,000 bushels of corn a 

"Bill" Callery, the ground hog, sees his 
shadow every day when he comes out of the 
big hole. That's because there are no 
shadows where ho labors. 1 1 takes a Turkish 
bath to find " Bill " after a day's work. 

Cleaning cars at Locust Point is a live 
subject with Agent White and Supervisor 
Barrett. Ask them if they will do it again. 

Our old friend "Windy" Dunnington 
tore his pants the other night. He blames 
it on having to climb over cars. \\'e know 
better. He is getting fat on the job. 

" Doc" Mathers is pruning his vines along 
the Bush River fishing ground. Wonder 
what he figures on fishing for. Shades of 

We know one assistant sujjerintendent 
who is scheming on how to educate children 
in Safety. Go to it ! 

Trainmaster "Gasoline Bill" Hoddinott 
is getting callouses on his feet. We know 
why. How much are they charging for 
gasoline "Bill"? 

Agent's Office — Camden 
Correspondent, W. H. Bull 

Another of those delightful musicales was 
held in the Men's Rest Room, Camden 
Station, on March 30, under the direction of 
Mr. Oregon Milton Dennis, musical direc- 
tor, assisted by J. M. Green, assistant 
general foreman. 

Singing by the men's chorus was a feature 
of the program. A quartet from the Balti- 
more and Ohio Glee Club, consisting of R. 
M. Van Sant, first tenor; W. R. Clymer, 
second tenor; C. E. Mitchell, first bass, and 
C. K. Townsend, second bass, rendered 
several selections which were much enjoyed 
by those present. Several pretty solos were 
sung by Aliss Bailey. 

The picture on the next page shows the 
group after the meeting. 

The Accounting Department is in the 
limelight, the stork having recently visited 
the homes of Mr. and Mrs. Robert Barham, 
lea\-ing a son, and of Mr. and Mrs. C. H. 
Schmidt, leaving a daughter. Congratu- 


Correspondent, Robert L. Heiser 

Oh, th' train was coming, coming fast, 
but how in th' world will th' train get past? 
For th' wire is broke on th' signal pole and 
a great big freight comin' out o' th' hole. 
Ninety cars and th' hill to make — Oh why, 
oh why, did that signal break! Who'll 
volunteer to save th' day? "I will, I will!" 
they heard a young man say. "I'll climb 
th' pole, I'll save th' day!" Th' wind was 
blowing a terrible gale and it was no time 
for a signal to fail; but things will happen 
down Baileys Way, in fact they happen 
most every day. "Al" Evans, our hero, 
with waving hair, stopped his work holding 
down a chair, grabbed his coat, put on his 
hat, shed a tear and kissed th' cat: rushed 
from th' tower and up th' track, around th' 
pole and met himself comin' back. Th' 
engineer on th' Locust Point freight bet th' 
fireman that "Al" was a bit too late. "Al" 
shinned th' pole, held th' signal clear, and 
all th' folks set up a cheer. He lost his coat 
and he lost his hat and th' wind blew his 
shirt from^where it was at. With a rush 
and a roar th' train made th' hill, and if it 
didn't stop it's going still. And our hero 
bold is th man o' th' hour as he wrestles 
switches in Baileys Tower. 

The feat perfonncd by Mr. Evans was 
more than creditable, but under the assump- 
tion that all work and no play makes Jack 
a dull boy, the correspondent can't help 
but see the funny side of it. 

Baltimore and Ohio Magazine, May, IQ21 


Df\RN -^ 


Howard Martin gettin' 'em over the Belt Line 

Have you noticed the time the eastbound 
freights are making on the Belt Line? 
There's a reason; trainmasters are riding 
98's and they're surely getting them over 
the road. 

There have been several changes on the 
Belt Line; everj'one misses "Smitty," who 
has been bumped from "CA" to Alexandria 
Junction on second. Mr. Wolfe has been 
moved to West Baltimore on third, but 
Francis DeVoughes highly recommends Mr. 
Wolfe's work while at Baileys. 

Percy Asher, dispatcher in "DO," had 
been sick for a few days, nothing serious, 
and some one sent him a lot of nice flowers. 
Among them was a wreath with the words 
"Rest in Peace" inscribed across it. The 
flowers were mostly dandehons and johnny- 
jump-ups. Now what we want to know is 
this: Was some one remembering him be- 
fore it was too late, or was some one too 
soon? We heard the second trick operator 
at Halethorpe asking Clarence Cfosnell for 
Percy Asher's address. Now I wonder? 

Locust Point 

Correspondent, John E. Green 

The old saying that "The best of goods 
come in small packages" is now exemplified 
at our office in the person of Joseph Gilbert 
Rosenzwog, secretary to the assistant freight 
agent and'chief clerk. 

He is strictly a lightweight, physically 
weighing probably about 75 pounds and a 
water cracker — but oh, boy, not a light- 
weight when it comes to work. His pleasing 
address and urbanity have made him quite 
a force in the office. 

Did you see John Pringer in the parade 
on Charles Street, Easter Sunday? He was 
surely some Beau Brummell. We expected 

by this time to record his departure from 
the state of single blessedness to the realms 
of connubial bUss; but there seems to be 
a halt in the procession. Is he fickle? or 
has he cold feet. Either is detrimental to 
peace, after the fatal words are spoken. I 
hope he is not ner\-ous, for you know there 
is truth in the old couplet which runs — 

He either fears his fate too much 
Or his deserts are small, 

Who fears to put it to the test 
And win or lose it all. 

It certainly appears as if matters were 
getting quite serious with Charles Ecker 
and his fair inamorato, as the prizes he 
selects when he wins on the Junior Order 
punching board run to household articles 
such as silverware and carving sets. We are 
afraid "Charlie" has been captured and is 
beyond redemption. 

Dudley claims he has raised strawberries 
on his farm at Hamilton as large as peaches 
and has broken the ice at times to pick 

Evans playing hero 

them. Oh shades of Ananias! He fails to 
state, however, whether he picked them out 
of the crushed ice, placed them in a glass, 
and whether the glass contained other in- 

Send Yonr Name and We'll 
Send Yon a Lachnite 

■pjON'T send a penny. Just send your name and say: "Send me 
*-' a Lachnite mounted in a solid gold ring on 10 days' free 
trial." We will send it prepaid right to your home. When It 
comes merely deposit $4.75 with the postman and then wear the 
ring for 10 full days. If you, or any of your friends can tell 
it from a diamond, send it back and we will return your 
deposit. But, if vou decide to buy it-send us $2 50 a month 
until $18.75 has been paid. 

Write* Trtrfav Send voor name now. Tell us which of the 
VV&ilv: E\3U4XJ solid gold rings illustrated above you wish 
(EaLiies' or men's). Be sure to send finger size. 

h Harold Lachman Co., 204 S. Peoria St. . Dept. -1014 Chicago 

gredients; if the latter be as we suspect, we 
will be compelled to get the boy to page 
Mr. V'olstead. 

It is often remarked, that no one loves 
a fat man; but this is at variance with the 
feehng at Locust Point for F. F. BerghofT, 
our agent's secretary, whose bright, cheerful 
face, topping a body of about 250 pounds 
avoirdupois, quite often dispels the gloom 
which at times hovers over the office. His 
readiness to help, when requested, especially 
in typing our articles for the M.a.g.\zine, is 
appreciated. Here's long Ufe to "Freddie"! 

Our friend and fellow clerk, "Joe" Mono- 
ghan, saw his fondest hopes realized at the 
laying of the cornerstone of the new pubhc 
school No. 76, which is now in course of 
construction, in the annex of Latrobe Park 
on Fort Avenue. His well-satisfied look, as 
he sat on the speakers' stand, at the right 
of His Honor the Mayor, gave evidence that 
he was well pleased with his efforts. We 
extend our congratulations on his well-de- 
ser\'ed triumph. 

There's a clerk in our office who is cheerful 

and frisky, 
Whose name, by the way, is "Joe" L. Lu- 

Whose bright happy smile, and gay repartee, 
Often lightens our labors when work don't 

quite "gee." 

His "Railway" piano he plays very fine; 
In fact that's required, so he'll get off at 

In rating and routing, and billing the freight, 
His time is well covered in his day's hours 


Group of employes from Camden Freight Station who enjoy singing together after Innch 
Please mention our magazine when writing advertisers 


Baltimore and Ohio Magazine, May, 192 1 

But still there's a mystery about our friend 

Why he's shj' of the girls, we'd sure like to 

If it's a secret with him, 'tis a secret he'll 

And yet we keep thinking — "Still waters 

run deep." 

Look out "Joe" — Sherlock Holmes is on 
your trail — Dluog. 

Baltimore Division 

Correspondent, W. H.Tarr, Superintendent's 
Office, Camden Station 

Brunswick Terminal 
Divisional Safety Committee 

VV. O. Shields Chairman, Terminal Trainmaster 

W. M. Magalis. .. .Vice-Chairman, General Yardmaster 

E. \V. BURCH Yard Conductor 

J. C. Sanger Yard Engineer 

G. W. Hollar Fireman 

E. E. Lee Yard Clerk 

G. C. Dean Yard Brakeman 

VV. E. Shannon Transfer Agent 

E Baker Check Clerk 

M. C. Fuller Check Clerk 

D. C. Yates Brakeman, Shenandoah Division 

J.J. Good General Foreman 

H. L. Harrison Pipe Fitter 

J. E. HiMES Machinist 

G. F. BissETT General Car Foreman 

E. Baker Car Repairman 

F. C. Badger Car Repairman 

H. E. Litchfield Storekeeper 

O. L Harriso.n Laborer 

B. VV. Straw Supervisor 

T. A. Sigafoose Foreman 

J. H. MoLER Trackman 

G. A. Crim Secretary 

William B. Amey, divisional representa- 
tive. Freight Claim Prevention Bureau, has 
been transferred to Parkersburg, W. Va. 
The office force regrets his leaving our 

The duties of C. E. Bohn, divisional 
representative, Baltimore Terminal Divi- 
sion, has been extended to cover the east 
and west ends, Baltimore Division. 

Miss Thelma Thomas has accepted 
position as stenographer to the chief train 
dispatcher, vice Miss Wright, who resigned 
to take a position with J. C. Leib, com- 
mission merchant, Baltimore. 

The position vacated by Miss Thomas 
has been filled by Miss Schammel of our 
office force. 

The Capitol at Washington on Inauguration Day 

Miss Dorothy Kern, of Steubenville, 
Ohio, niece of Mrs. Lizzie Lawrence of our 
office, paid us a visit while on a trip East. 
Since her return home, a number of us have 
received postals. 

Tho those who own victrolas, we saggest 
the piece "Mammy" as such by "F. X. R." 
The piece as rendered is pleasing to the ear. 
If you are buying a Columbia record, get 
the one by Miss Schammel. 

East Side and Brunswick are out for the 
banner pennant in the "No- Accident 
Campaign." AJl departments at these 
terminals are organized as one unit and are 
competing against the units at other points 
on the System. 

Brakeman J. C. Barrett and Fireman R. 
Burke, who were injured on the East End 
and were in the Delaware Hospital at Wil- 
mington, have resumed duty. 

We regret to chronicle in these columns 
the death of Conductor John Severn, one 
of our veterans in freight service. 

Conductor "Joe" Ruby was retired on 
January 8, after an active career in train 

Brakeman Thomas White was confined 
to his bed for several weeks. 

We extend our sympathy to Engineer 
S. E. Pickett in the death of his wife. Mr. 
Pickett has only recently returned to duty 
after a long siege of blood poisoning, which 
started from a slight injury to his hand. 

Meetings for discussion of fuel consump- 
tion have 'been resumed since W. L. Robin- 
son has returned to the Eastern Lines. 
Engineers, firemen, conductors, trainmen, 
and others interested, are invited to attend. 

Dispatcher A. F. Spurrier, on the last 
trick of the Main Line, is now on the last 
trick of the Terminal District. 

Dispatcher George K. Seibert returned to 
duty after a few days' illness. 

"DO" Office informs us that Gilbert 
Stuart, clerk, has become a Prince Charm- 
ing. We noticed a young lady on his arm 
going up the steps the other day. We do 
not know which one needed the assistance. 

The fast freight business is standing up 
well. On some days it runs as high as 100 
loads for 97's at Park Junction. Three 94's 
are, run on the East End; two New York, 
and one Philadelphia. 

Weekly meetings of the staff are held 
every Monday and all employes are invited 
to attend. A number of engineers, con- 
ductors and trainmen have been present 
at these meetings. 

Washington Yard for the month of 
February established a new high record for 
cars handled, the number being 11,757. 

East Side maintained first rank in Feb- 
ruary and March on terminal time in the 
Eastern Lines. Fine, boys; keep it up! 

East Side, Philadelphia 

Correspondent, Charles H. Minnick 

We are very sorry to report the death of 
the baby boy of our chief clerk on Wednes- 
day, March 23, at the Dietz home in Balti- 
more. Our deepest sympathy is extended. 

During this same week came the news 
that on Monday morning, March 21, the 
father of Miss Loretta Jordan had passed 
away. We hope that the Heavenly Father 
will send His Comforter to both these, our 
fellow-workers, in their hour of trial and 
help them to bear the cross which has fallen 
upon them. 

Prohibition definition of hay: grass in a 
dry state. 

We certainly miss the "Old Dodger" 
(apologies to "Jim" Simpson), who used to 
keep us all in a good humor by his pleasant 
smile and witty remarks. He is now using 
his talents on the still watches of the night. 
i. e., 4 to 12 midnight in the roundhouse. 

For ambition and pep, our little "Turtle 
Dove" can't be beat. If you don't believe 
it, ask "Doc" Pence. If George was a little 
older he would be smoking some good cigars 
at the doctor's expense; as it is, we don't 
want to teach him any bad habits. He kept 
the "Doc" busy examining candidates for 
the Relief last Monday. 

We wish you could see our "Jack" Ehrig 
in his new overcoat. Maybe he isn't some 
sport. Perhaps we can persuade him to 
send in his picture some day. And, by the 
way, he parts his hair in the middle ! 

The door opens and in rushes a hurricane 
at 60 miles per hour. A voice demands 
"Helen give me your engine failure book, 
please!" Guess who it is? None less than 
our beloved "Smitty, " general foreman. 

Ever see an old farmer with humped 
shoulders, overcoat and soft faded hat? 
That's him, "Jim" Donnelly, our worthy 
inspector — a diamond in the rough with a 
heart of gold. We all like him— that fellow 
would help anybody that needed it. 

Morris Heitzer, our coal clerk, has become 
engaged to Fanny. We congratulate you, 
Morris, and hope the H. C. L. will drop 
before you get tied up. 

We hear that "Johnny" Dimond, our 
roundhouse foreman, has a new little 
daughter; in fact he has had her now some 
two or three months. If he isn't too bash- 
ful he might give us a picture of her to put 
in the Magazine. 

Quiet and inoffensive but getting there 
by degrees like the thermometer — that's 
our little Cresse. Be careful of our service 
records, Elmer. 

"Bring in Smith, Dimond, Haines and 
Tangye to my office at once!" We don't 
have to tell you who spoke those fateful 
words. Our Master Mechanic J. P. H. is a 
real one, with an accent on the master; if 
you don't believe it, just try to pull one 
over and see where you get off. 

We must not overlook one of our most 
faithful and efficient roundhouse clerks, 
"Bill" McMuUen. He is not only efficient, 
but the girls say — ah! — that he is positively 
handsome! We'll have to snap a picture of 
him also for the benefit of the readers. 

Passenger Station, 24th and Chestnut Sts. 

Correspondent, Charles A. Allen 

Miss Anna Krumm, Timekeeper's office, 
who has been ill with grip, is now conva- 

We are glad to see "Ben" Tichnell out 
again. "Ben" has just recovered from a 
couple of weeks' illness. We missed his 
merry countenance; his good nature is con- 

Washington, D. C, Freight Station 

Correspondent, W. L. Whiting, Chief Clerk 


This slogan, coming from the Freight 
Claim Department, is a good one, and it 
behooves us 'all to try and live up to it as 
closely as it is possible to do so. We are 
all interested in reducing the amount of 

Baltimore and Ohio Magazine, May, 1921 


claims, an item that vitally affects the 
revenue, inasmuch as it is an actual loss, 
and there is practically no way in which 
sums paid for loss and damage claims can 
be replaced. 

The following short statement will indi- 
cate the efforts that have been made at this 
station in the matter of claim prevention: 

Claims received during March, 1920: 
145 claims — Amount S4256.00. 

Claims received during March, 192 1: 
81 claims — Amotmt S2420.00. 

Number of tons handled, March, 1920: 

Number of tons handled, March, 1921: 

From this it will be seen that our claims 
have been cut approximately 44 per cent., 
and that our tonnage was only about 26 
per cent, less in 192 1 than it was in 1920. 

This, of course, does not come up to the 
required cut of 50 per cent., but it is nicely 
on the way towards it. It must be taken 
into consideration that the majority of 
claims handled in Washington are for ship- 
ments of household goods, and very high- 
priced household goods at that. The 
people who come here usually bring the 
best kind of furniture that the country 
produces. Consequently claims on house- 
hold goods run high in Washington. Con- 
sidering everything, we feel that our record 
is a good one, and are, therefore, justly 
proud of our achievements. 

There are many causes that contribute 
to this reduction in claims, but perhaps the 
principal one is the personal way in which 
our claim clerk, J. T. Carr, gets in^immediate 
touch with the claimants. His pleasant 
manner in calling upon them usually suc- 
ceeds in effecting either a considerable 
reduction in the amount, or at times, a 
complete cancellation of the claim. He 
always leaves the people in a good humor 
and perfectly satisfied with the manner in 
whicli the business is being handled. In 
this way many good friends are gained for 
the Baltimore and Ohio Railroad. And 
these friends stay with us. 

Speaking of friends, we are gaining new 
ones ever>' day, as is evidenced by the 
following letter recently received in this 
office : 


Capital ?3,ooo,ooo 

McLachlen Building 

Washington, D. C. 

March 31, 1921. 
Baltimore .\nd Ohio Freight Agent, 
Washington, D. C. 

Dear Sir — We desire to commend you 
for prompt shipment of consignment of 
household goods received by me yesterday. 
These goods were shipped from Dvibuque, 
Iowa, on March 19, and I consider the 
service of your road very excellent. 

Will you see that appreciation is ex- 
pressed to your Chicago agent for prompt 

Sincerely and cordially yours, 
(Signed) John R. Waller, 


Even while these notes are being written 
the telephone rang and the writer was 
informed by one of the , most prominent 
fruit dealers in this city that he had just 
completed the unloading of two carloads of 
oranges and that there was not a single box 
in anyway damaged! This is a remarkable 
condition, as it seldom occurs that a carload 
of such perishable freight as oranges will 
arrive in an absolutely perfect state. Talk 
about claim prevention! This shows that 
everyone who handled these cars all along 
the line they travelled exercised a watch- 
fulness that calls for commendation. 

These tokens of good will and appreciation 
are very pleasant to receive and tend to 
make one feel better towards everyone 
around. We are looking forward to a 
noticeable increase in business, and to a 
time that is coming very shortly, when the 
clouds of unrest and disquietude will have 
been dispersed, and aU things appear bright 
and beautiful once more. 

We are glad to state that all of our sick 
ones have recovered and are back on their 
jobs again. 

Taking one thing with another we are in 
a very happy frame of-mind in Washington, 
D. C, and trust that all our hopes for better 
times in the near future will be realized. 

Cumberland Division 

E. C. Drawbaugh, Division Operator 
Ruth M. Cheuvront, Office of Mechanical 

John Sell,Z,.P. Clerk, Superintendent' s Office 

In connection with the "no overtime day" 
on the east end of the division during the 
latter part of March, but 8 hours and 54 
minutes overtime was made, at a cost of 

The chart for the movement shows 38 
slow freight trains, including pick-ups and 
short run trains, and 14 fast freight trains 
were run. 

From the careful consideration which 
Assistant Superintendent Faherty has given 
the chart since the overtime day, it looks as 
though he is after that 8 hours and 54 
minutes. Should another day be set aside 
for another trial, it is evident that news will 
be scarce from the fact that there will be no 
overtime to report. 

Much interest and activity is being given 
the Safety drive, which commenced in the 
yards on April i, to continue for 60 days. 
The results evidenced indicate that the 
Cumberland Division will secure a creditable 

Attention is again called to the locations 
where copies of the Magazine may be 
obtained by those to whom the Magazine 
is not mailed: 

Baggage Room, Cumberland. 

Check Room Y. M. C. A. Cumberland. 

At both shop offices. South Cumberland. 

Caller's Office, South Cumberland. 

Take your copy home to your family. 


Correspondent, Harry B. Kight 

It is with deep regret that we report the 
death of William Newcome, who was in the 
employ of the Company at Keyser for about 
17 years. About two years ago he was 
taken ill and on February 27 he passed 
peacefully away. He was a member of the 
B. R. C. of A., and of the local order. 
Mystic Chain, members of which attended 
his funeral. This was held from his late 
home on E Street, Keyser, on March 2, and 
interment was in Queens Point Cemetery. 
Rev. A. Hart McKinley, pastor of the 
First M. E. Church, of which Mr. Newcome 
was a member, officiated. The floral tri- 
butes were many and beautiful. We extend 
to the bereaved family our deepest sym- 

We are sorry to report that Brakeman 
"Joe" Kelly had his arm cut off in Cumber- 
land yard a few days ago while in the per- 
formance of duty. 

V. E. Farrell, who has been chief clerk to 
the storekeeper here for some time, has 
been promoted to storekeeper, with head- 
quarters at Sabraton. Good luck, V. E.! 

Send No Money 

This21-jewelTlIinoisWatch—theBunn Special 

sent on trial. Do not send us a penny. The Bunn 
bpecial. made to be "the watch for railroad men" is 
adjusted to 6 positions, extreme heat, extreme cold 
and isochronism. 21 -jewel movement, Montgomery 
Dial, handsome gTJaranteed 20-year gold-filled case. 
Guaranteed to pass inspection on any railroad. 

After Trial a Few Cents a Day 

The watch comes express prepaid to vourhome. Ex- 
anune it first. Only if pleased seod S5.75 as first payment. 
Wojt the watch. If after lU davs you decide to return it we 
rei'nu deposit immediately. If you buy, send only $5.75 a 
' 1 until S57.5U is paid. 

OPr^PU TOr^AV Jos* send na yotir name end 
.7; V^l-'A I address. No r^d tape. Just 

Bay. "Send me the Bunn Special." Do not enclose a penny. 
Don't delay. Write today. 

Our ISfi-vaop catalo{f. No., 4014 ehmtm 
■more than J .000 bargains in diamonds, 
tLatcht-Jiandoewelry. Write for it NOW, 


Our sympathy is extended to the family 
of William Wells, age 56 years. West Pied- 
mont Street, who died at his home Sunday 
afternoon, April 3. 

He was well and favorably known in this 
section of the country. For many years Mr. 
Wells was superintendent of our lighting 
system at Keyser. 

Besides his wife he leaves a daughter, 
Verna, two sons, Howard and Wilbur, and 
one brother, the Rev. Howard Wells, pre- 
siding elder of the Washington District 01 
the Southern Methodist Church. 

A lot of commotion was caused the other 
day when "Hop" Bateman, storeroom clerk 
at the roundhouse, came to work dressed in 
his Sunday pants, and "Billy" Murray, 
machinist helper, came with his trousers on 
backwards. After much questioning, it was 
learned that on that very day, March 14, 
the stork had visited the homes of each and 
had left "Hop" a daughter and "Billy" a 
son. Good luck, fellows. 

I saw in the Mag.^zinte a few days ago 
something about a reclamation plant at 
some shops, I just don't remember where, 
but it has caused me to want to tell our 
neighbors about the plant here. 

Last Sunday, after No. 11 had gone, I 
strolled up about the car shops, and was 
shown what is being done with the old and 
second-hand material at this station. All 
material that in the past had been "junked " 
is now looked over, and all that can be used 
is used again. A platform with bins has 
been built. Here the material is carefully 
sorted and every thing is kept in its place 
and marked, so that it can be located when 

When a workman wanted some piece of 
material he went to the platform for it. If 
it was not on hand there he was given a 
requisition for it at the storeroom, but he 
had to go to the reclamation plant first. 
This means a big saving to the Company 
and ought to make our boys proud of the 
fact that they can help save in this way. * 

The March issue included in its roster of 
pensioned employes our old friend "Bush" 
Hardesty. He is one of the best-known 

Please mention our magazine when writing advertisers 


Baltimore and Ohio Magazine, May, iq2I 

conductors on this division, and we all join 
in wishing him many more years of happi- 
ness. The Mineral Daily News, tn its issue 
of March 22, ran the cut shown in the March 
Magazine of the pensioned employes. 

"Jack" Davis, car repairman, and Miss 
Verda Drake, a trained nurse, both of 
Keyser, were married on March 20, in Cum- 
berland. Congratulations. 

The Mineral Daily News, published at 
Keyser, ran in serial form, during a part 
of March, the information contained in 
the Passenger Department folder, "See 
America." This was run in eight or ten 
installments, covering a period of that many 
days and proved to be very interesting. 
Much favorable comment was made on it 
by the public, who watched each day for the 
continuation of the history concerning the 
Railroad that has never been published in 
our town. Many interesting things have 
been brought to the correspondent's atten- 
tion, by people not connected with the 
Company at all, but who realize its great- 
ness, and who are anxious to speak a good 
word for the "Best and Only." 

Timber Preserving Plant 

Correspondent, E. E. Alexander 

"Yesterday, today and tomorrow! You 
can't erase what you did yesterday and 
you can't use tomorrow's time until it 
comes. What you can do — the only thing 
that even the greatest genius can do — is to 
make use of today's time, the present hour. 
Fill the present hour with useful work and 
tomorrow you'll not only have no regrets 
about the past, but you will find yourself 
better fitted for the duty of the hour at 
hand." — Selected. 

Let's Go! 

In our April items we proudly reported 
the establishing of a new February record. 
We are now able to report a new high 
record for the month of March, 109,423 
ties! (Best previous March record was 

Several of our employes are securing 
books from the Baltimore and Ohio Circu- 
lating Library. More should take advan- 
tage of this. Employes or members of their 
families may get books by applying to 
Inspector A. E. Irving, agent at the Plant, 
for a card. 

Our camp boys express themselves as 
well pleased with our new commissary 
management under Mr. Carroll R. Passa- 
pae. Any of our friends stopping or pass- 
ing through Green Spring are invited to 
stop with Mr. Passapae and get a first-class 
$1.00 meal for 40 cents. All you can eat. 
No limit. 

Introducing Master Ralph Gerald Smith, 
son of Express Agent and Mrs. Ralph G. 
Smith, born on March 15. 

Paint Up! 

What a difference a new coat of paint 
makes! Platform Foreman G. C. Conley 
has just completed painting the Company 
house occupied by him, and you would 
hardly believe the improvement it makes 
in our village. Several owners are hoping 
to follow suit. 

Home Owners 

Fourteen of the houses in the village of 
Green Spring arc owned by Plant employes, 
at least three more by other department 
employes, and still others under considera- 
tion. Not so bad. 

Treating Inspector M. M. Rabourn, who 
was called to Terre Haute, Ind., to relieve 
Inspector Von Leer, was later assigned to 
Finney (Ohio) Plant, to assist Inspector 

C. L. Kittle. Inspector Kittle writes that 
Mrs. Kittle is able to be at home again 
after having undergone a serious operation 
in one of the city hospitals at Cincinnati. 

R. N. Angier, formerly machinist at Mt. 
Clare, has been appointed special appren- 
tice at the Plant, vice A. E. Irving, tie 

Official Photographer G. B. Luckey, 
with Mr. Otto, made his first visit to the 
Plant in March. We believe that at least 
part of Mr. Luckey's impressions are shown 
elsewhere in this issue. 

Your opinion, please. 

The Cross Tie-gers 

Some of the boys are making a com- 
mendable effort to reorganize the "Cross 
Tie-gers" for the 192 1 season. 

While not having the opportunities of 
the men in the larger shops and divisions, 
they are anxious to put a good team in the 
field, and are working to that end. At a 
recent meeting, when the few possessions 
of the old team were invoiced, it was de- 
cided to have a dance for the benefit of the 
team. Their first venture, held March 25, 
was well attended. The boys had a good 
time and a few dollars were added to their 

The success of their dance inspired 
further effort, and with only a few evenings 
practice they crossed bats with Romney on 
April 2, and returned home with their 
spirits still further elated by winning their 
first game of the season ; score 4 to i . 

Success to the Cross Tie-gers! 

Treating Engineer J. C. Alexander is 
manager this season; H. M. Whitford and 
R. Keister, captains. 

On the evening of March 27, at the 
United Brethren Parsonage, Martinsburg, 
W. Va., Rev. H. E. Richardson officiating. 
G. H. Whitford of the W. U. T. Co., at 
Green Spring, W. Va., and Miss Mae 
EHzabeth, daughter of Mr. and Mrs. G. N. 
Teeters, Green Spring, W. Va., were united 
in marriage. 

Miss Hazel Crabtree, cousin of the bride 
was bridesmaid, Mr. H. M. Whitford, 
brother of the groom, was best man. 

Following the wedding the bridal party 
was tendered an elegant supper by W. U. 
Foreman C. I. Gay, at his home in Martins- 

A reception and supper in honor of the 
newlyweds was given at the bride's home 
by her parents, Monday, March 28. Those 
present include: Mr. and Mrs. George 
Taylor, Mr. and Mrs. J. C. Alexander, Mr. 
and Mrs. D. A. Cain, Mr. and Mrs. R. G. 
Brown, Mrs. James Wagoner, Mrs. S. D. 
Crabtree, Mrs. Norman Whitford, Mrs. 
Earle Van Dyke, Mrs. Rebecca Michels, 
Messrs. William Keslcr, Hobart Whitford, 
Parker Rolston, Worthington Kline, Dud- 
ley Crabtree, Jr., Claude Twigg, D. Canon, 
Jesse Teeters, Jasper Grandle, Howard 
Lewis; Misses Geneva Kline, Edna Foley, 
Odessa Allen, Hazel Crabtree, Flora Mor- 
gan, Mary Ellen Morgan, and Miss Amy 
Jewel Alexander. 

In order to increase production in the 
Plant and to show more graphically what 
this output really means, we make up a 
daily output chart for each month. This 
is our "pet" chart, and while it has only 
been in use a few months it has proved its 
daily usefulness to such an extent that it 
has established itself permanently, and we 
consider it one of the greatest incentives 
to increased production yet put into effect 
at the Plant. 

Each day's output in relation to produc- 
tion for the month is marked up immedi- 
ately upon completion of the day's work, 
keeping our foremen, engineers and all 

concerned advised of Plant standing at all 
times, and great interest is manifested in 
keeping the Plant output above the pro- 
duction line. A new chart is put up each 
month, the production line is shown in 
black ink and the daily output (number of 
ties treated) actually made, in redjiink. 
Let's go! 

Martinsburg Shops 

Correspondent, W. L. Stephens 
Wedding Bells at Martinsburg 
Robert Evers Gordon, operator, known 
to all employes of this division as "Bob," 
and Mias Marie Shaffer Bowley were 
married in this city on Alarch 21. The 
wedding ceremony took place at the 
parsonage of the First Methodist Episcopal 
Church. After a bridal trip to New York 
City, they will reside at their home on 
West Race Street. 

John Dayton Hite, fireman, and Miss 
Glennie V. Tederick were recently married 
in this city. Both these young people are 
natives of Berkeley County. The groom is 
an ex-service man. 

Gilbert Horner Whiteford, lineman. Great 
Cacapon, and Miss Mary Elizabeth Teeters, 
of Green Spring, were married on March 27. 

Claude Le Roy Hess, one of our employes, 
and Miss Laura Lillian Rickard were 
married on March 19. Both are from 
Hedgesville. Their honeymoon was spent 
in Philadelphia. 

James Banner Adams 

The railroad men of this section were 
grieved to learn of the death of James 
Banner Adams, assistant agent, Hancock. 

Mr. Adams had served the Baltimore 
and Ohio for many years at Hancock 
Station, and was one of the best known 
men on the Road east of the Ohio River. 
His death occurred suddenly. Mr. Adams 
had gone to the office of Dr. P. Elwood 
Stigers for medical attention, and died of 
heart failure while in the doctor's oflSce. 
The deceased was 54 years old. Two chil- 
dren survive. 

Morgantown and Kingwood 

Correspondent, William Eicholtz 

Since the Baltimore and Ohio took over 
the Morgantown and Kingwood Railroad, 
the Magazine has not said a word about us. 
Now that we are under such good care, we 
feel that we should have just a little atten- 
tion paid us. 

Our headquarters are located at Sabraton, 
W. Va., just out of Morgantown. The fol- 
lowing are our officers: G. T. Hice, master 
machinist; C. B. Gossncll, in charge of car 
shops; Z. D. Hensell, trainmaster; R. W. 
Harkness, chief train dispatcher; W. M. 
Eicholtz, second trick train dispatcher; E. 
J. Carroll, extra dispatcher; Miss Edna 
Goff, clerk. 

At this writing, business on the M. & K. 
Sub-Division is slack, owing to the fact that 
most of the coal mines are closed down, but 
we look for an improvement by the middle 
of April. We are running but few trains 
daily, trying to hold our men until business 
will increase enough to afford employment 
for them all. The M. & K. train and engine- 
men are a good set of men and well worth 
taking care of. 

Pittsburgh Division 

E. N. Fairgrieve, Car Distributor, Office 

of General Superintendent 
Elmer H. Stoltz, Pittsburgh Freight 


Baltimore and Ohio Magazine, May, iQ2i 


A lover of basketball is William Ryan, 

The accompanying photo is that of little 
William Ryan ("William" since the advent 
of long trousers some weeks ago), the smart 
little chap who handles the work of mes- 
senger, General Superintendent's office, 
Pittsburgh. "Bud," as he is more famil- 
iarly known, is a great favorite with the 
girls, and I am sure when they see his picture 
in uniform for basketball, they w^Jl all say, 
"O, isn't he cute! Isn't he the nice Looking 

After a recent trip to Cumberland, little 
"Bud" was minus on the sleep end when he 
reached home, but put in 22 hours in the 
sheets, then sat down for breakfast and got 
on the outside of the following: 6 eggs, 
I sHce of ham, 12 slices of bread, 4 cups of 
coffee, 3 glasses of water. 

Some sleeper! Some appetite! Some kid! 

Miss Irma Hoover, of Mr. Martin's 
office, is not Miss Hoover any longer. She 
is known now as Mrs. Price, having stolen 
away one evening to become hitched up. 
Congratulations and best wishes. 

Miss Mary Delahanty, General Superin- 
tendent's office, is at present at Mercy 
Hospital, convalescing after the performance 
of an operation. We wish her a speedy 
return to health. 

C. S. Kerr, an old-timer in the service for 
many years, is also at Mercy Hospital, 
Pittsburgh. "Charley" has been in the 
hospital for some time and has been missed 

by his associates and friends. We all wish 
him a speedy recovery. 

Have you ever passed the Monongahela 
House on a Tuesday evening between the 
hours of 5 and 7 o'clock? We saw a lot 
of people going by the other night, ,and 
although the sun was shining and the sky 
peaceful and serene looking, yet these folk 
had their umbrellas raised and were scan- 
ning the sky for signs of rain. Not a chance. 
Baltimore and Ohio boys were inside roll- 
ing duckpins. Some thunder! Set 'em up 
again ! 

Pittsburgh Freight Station 

The accompanying picture is of Miss 
Margie Shiring, daughter of F. J. Shiring, 
chief of Car Demurrage Bureau, Pittsburgh 
Freight Station. 

Notice to Readers. — ^Watch this space 
for "American Beauties" of the Pittsburgh 
Terminals. The correspondent anticipates 
receiving a large selection. 

One of the social features in the Pitts- 
burgh Terminals is the Welfare League. It 
is requested by the president that all em- 
ployes and officials of the Pittsburgh Dis- 
trict attend. The dues are small and oppor- 
tunities big. Make up your mind and come 
along. This is where the correspondent got 
his start, boys. If you don't beUeve this, 
come out at the next meeting. 

Glenwood Shops 

Correspondent, Frank Rush 

Wreckmaster Burchell has more to take 
care of now than his Ford, as recently a new 
baby boy arrived at his home. 

It was with regret that we learned of the 
death of Boilermaker "Sam" Jeslowitch; 
also of the death of his wife, within a short 
period after that of her husband. 

Recently Machinist Albert Brackney 
died, and several days ago his wife also 
passed away. We extend sincere regrets to 
the bereaved. 

■ Assistant Machine Foreman E. L. Hop- 
kins has been off duty for some time because 
of an injury. We hope to see "Bush" back 
on the job shortly. 

Born to Mrs. "Mike" Puskas, wife of car 
inspector in Glenwood transportation yard, 
a bouncing 11 -pound baby. Keep up the 
good work, "Mike." 

Monongah Division 


E. S. Jenkins, Secretary to Division Engineer, 

Grafton, W. Va. 
Vernon A. Lyon, Assistant Ticket Agent, 

Clarksburg, W. Va. 

The accompanying photograph is a good 
likeness of Trainmaster A. F. McWilliams 
and our congenial stationmaster and Safety 
First agent, W. A. Mitchell. These gentle- 
men are taking a great interest in the Safety 
First campaign now on. 

Write for our beautifully illustrated catalog 

and floor pattern of the Vose Grand, also 

our easy payment plan. 

Vose & Sons Piano Compan; 

164 Boylston Street 

Boston, Mass. 

If it's worth while and you're sure of the 

right of it. 
Stick to it boy and MAKE A REAL FIGHT 
OF IT— Guest. 

It is with regret that we note no improve- 
ment in business conditions during the past 
month. In fact, the figures show an even 
greater falling off. Coal loading — the life 
of the Charleston Division — has gone to 
pieces, although we hear it's coming back 
during April. The big lumber yards seem 
to have forgotten aU the millions of feet we 
have stacked away down here in West Vir- 
ginia waiting for shipment, and the price of 
gasoline having dropped considerably, ship- 
ments have fallen off to a serious extent. 
However, we are still in the ring; what we 
have we are handling in good shape, and 
"What we have we'll hold." Just a few 
days ago it came to our notice that some 
cars of sugar shipped from New York, billed 
on the 17th, routed VIA THE CHARLES- 
TON DIVISION, went into Charieston, 
W.Va., on the afternoon of the 20th. Pretty 
good service, we'll say, and we have more of 
the same kind for any one who wants to try 
our specially prepared brand of Charleston 

Little Margie Shiring 

Charleston Division 

Correspondent, M. W. Jones, Secretary to 

Superintendent, Weston, W. Va. 

"Think About It" 

Stick to it boy, 

Thro the thick and the thin of it. 
Work for the joy 
That is born of the din of it. 
Failures beset you. 
But don't let them fret you. 
Dangers are lurking. 
But just keep on working, 
Please mention our magazine when writing advertisers 

Trainmaster McWilliams and Stationmaster 



Baltimore and Ohio Magazine, May, IQ2I 

Division service. It's up to us to fight for 
the business now, and every one of us can 
help by seeing that we don't delaj' it for a 
minute anj'where on this division. 

costs our Company one big round dollar 
every day, and 20 such dollars every day 
mean 600 every month and more than that — 
7000 every year. Soon mounts up, and there 
is no one who cannot help to save at least 
a few dollars cvcr\' month, which in the 
aggregate means a large sum. 

TOR, did j-ou remember to make out the 
Form 1116-B? If not your Company lost 
its value. WHEN you went out to lunch, 
and when you went home for the hight, Mr. 
and Miss Clerk, did you forget to turn out 
the gas; if you did, then more money, which 
might have been used to better advantage 
in paying someone's salary, went up in 

girls, and the dollars will speak for them- 

health. We understand he is vi.siting Hot 
Springs, Ark. We also understand Engi- 
neer G. C. Smith has gone the same way, 
and that our much respected and beloved old 
veteran "Captain Tom" Smith is thinking 
of making a short trip down to Arkansas. 
If they keep moving that way, it has been 
suggested that we remove the headquarters 
of our division from Weston to Hot Springs. 

General Foreman Helmick, Gassaway, 
has been confined to his bed for the past 
week. We are glad to note he is able to be 
out again. 

The very sincere and affectionate sym- 
pathy of every one of us is extended to W. 
E. Severns, our favorite division accountant, 
on the death of his father. We all feel 
deeply for him in his great sorrow, and the 
writer speaks for every man and woman 
here in taking this public means of express- 
ing a sorrow which we find it hard to express 
properly to him personally in words. 

C. E. Miller, clerk. Storekeeper's office, 
Gassaway, is the proud father of a boy. 

"Joe" Conley 

Nothing is too small to save, even a sheet 
of paper, even a small pin. They cost money, 
and if you save enough of them for your 
Company, you will have saved very soon a 
dollar's worth, and dollars saved mount up 
very quickly. 

Engineer and Mr. Fireman. It costs money. 
And if you waste it you help to put the 
Charleston Division down the list in fuel 
performance. SAVE THAT LUMP, and 
you will put our division where it belongs — 

We regret to note that John K. Cogley, 
but a short time with us, has been fur- 
loughed. While a newcomer, Mr. Cogley 
had many friends on the division who will 
regret his departure. In another way, the 
loss is also a gain, as it brings back to the 
family fold C. M. Criswell, whose jurisdic- 
tion has been extended to cover his old 
stamping ground, the Charleston Division. 
We welcome him back, and soon expect to 
hear on the summer evenings his melodious 
voice floating through the open windows of 
the Marble Palace in that sad but stirring 
refrain of better days: "Cars are only 
earning when the wheels are turning. " 
Perhaps the return of "Charlie" will start 
our wheels turning some more. 

Conductor S. Caudy, Clarksburg-Rich- 
wood run, is ofT on leave on account of his 

John Conley 

Engineer W. A. Stalnaker, of the far- 
famed Pickens Local, recently took a week's 
rest. He was relieved by Engineer P. W. 
Toms, known in Weston for his smile and 
his size, an enthusiastic SAFETY FIRST 
man all the time. 

Train Dispatchers Rollyson, Carpenter, 
Young and West of Gassaway are doing a 
little cooperative gardening. We under- 
stand they intend to take a shot at old man 
"H. C. L. " in the line of vegetables. 

General Superintendent J. M. Scott was 
the special guest of the Gassaway Y. M. C. 
A. on Tuesday, March i. A committee of 
business men met Mr. Scott on his arrival 
and escorted him to the association building, 
after which he held a conference witli them. 
At 8.00 p. m. an entertainment and recep- 
tion was held in the auditorium, with a 
record breaking attendance. Mr. Scott de- 
livered a most interesting and instructive 
address which was much appreciated by 
all who were able to be present. He was 
followed by Superintendent Trapnell. Other 
numbers on the program were selections 
by the Gassaway band. High School orches- 
tra, and vocal seelctions by Misses Mary 
Fink and Teresa King. 

The Boys' Work Committee of the Rail- 
road Y. M. C. A., Gassaway, is sponsor for 
a troop of Boy Scouts. Dispatcher C. L. 

Litt'e daughters of Conductor H. H. Bailes 

West is chairman of the committee. Ma- 
chinist L. S. Sanders has been named Scout- 
master, and Car Repairman Clarence RifHe 
as assistant. Charter and commissions have 
been received from Scouts' headquarters in 
New York. 


The Y. M. C. A. at Gassaway was again 
the scene of two delightful entertainments 
on the evenings of March 14 and 15 when 
W. F. Braden and A. D. Gans, Safety De- 
partment in Baltimore, brought with them 
the new motion picture "Bulletin 70. " Mr. 
Braden spoke entertainingly at both meet- 
ings and Mr. Gans delighted everj- one in 
his usual inimitable way with magic. Many 
of our Gassaway friends helped to fill out 
the program, and the entertainments were 
a success in every way, the auditorium being 
filled to overflowing both nights. Superin- 
tendent Trapnell spoke on Tuesday evening. 

Mr. Braden spoke on Safety to the stu- 
dents of the public school at Gassaway at 
10 a. m. on Tuesday, and in the afternoon, to 
tlie great delight of the children, they were 
shown "Bulletin 70" and Mr. Gans' magic. 
Much credit is due to General Car Foreman 
Garber, chairman of the social committee, 
for the masterly way in which he handled 
the arrangements. 

Try to Discover Your Own Shortcomings Before 
Your Boss Does 

Recently there was an epidemic of rent 
raising in Weston. About everybody in 
town who owned a house "jacked up" the 
rent. Among the unfortunate ones who 
suffered to the extent of about Sio.oo per 
month, we find W. H. vSchide, chief clerk. 
List, those of ye who would hear us a marvel- 
lous tale unfold. The following dialogue 
transpired at his home: 

Friend Wife: Harry, do you know that 
awful man told me today that when our 
lease is up on April i, our rent goes up? 

Harry: ********* (left to the imagination). 

Friend Wife: Harry ***** You should be 
ashamed. Such a nice man as he is, too. 

JJarry: Well! You may bet your next 
winter's hat, if you expect to have one, 
against a cent, that we won't pay it. You 

Ticket Agent Brown 

Baltimore and Ohio Magazine, May, 1921 


start out and find a house for us. I'm busy. 
Have to work (?) nights now to keep up. 

A period of one week elapses, during 
which Friend Wife wears out three pairs of 
$15.00 shoes tramping the streets and by- 
ways of Weston. Then — one glorious night. 

Friend Wife: Harry, I've got it. About 
six miles from here, in the midst of a two acre 
field, standing all alone by itself in the middle 
of 60 or 70 others just like it, is our future 
home. You can get lots of exercise walk- 
ing to and from the office, and you can till 
the fields and cut down on old man H. C. 
L. on the price of vegetables, and quit kick- 
ing on what it costs to run a house. 

Then the next day. 

Harry: Please, boss, I have some very 
important business to do today which re- 
quires my personal attention. I want the 
dav off. 

Boss: ********** Oh, well, what's 
the use? All right. 

Then again, another day. Enter W. H. 
S., face wreathed in smiles, and says, " Boys 
and girls. I've got it. My country resi- 
dence. (Space forbids our going into the 
details given by our friend. ) You are all 
invited to visit it when you wish. I've put 
one over on the landlords all right. Now. 

Mr. if you have nothing to do tonight 

after 5.00 p. m. I would like to spend about 
6 hours with you conferring on the proper 
form of lease to absolutely protect m\- 

Time passes. Comes a nice fine wet day, 
raining in torrents, mud inche» deep, and 

we hear a telephone call. "Mr. I'm 

stuck in the mud two feet deep with a 
wheel off the truck, and the wagon has the 
last load of furniture, and among it is the 
bed, the bedding and the kitchen stuff. If 
you don't come and help me we'll have to 
sleep on the floor, and we won't have any 
eats." Like a good charitable citizen we 
are, we donned our rubber boots, walked 
several miles through the mud, and finally 
pulled our friend out. However, the sun 
shines after the worst storm. Xow friend 
Harr>' and friend wife are settled down 
nicely in their new country residence. 
Everj-body's happy, except the man who 
tried to raise the rent. "Baltimore shall 
never be trodden under foot by Weston " 
says W. H. S. and so endeth my story. 
There's another item, though, of what they 
did to Friend Severns when he made his 
first visit to "Lilly Brooke" Hall, and came 
home with his ankle in a sling — but that's 
another story. 

Manager H. O. Hartzell, Industrial De- 
partment, Baltimore, recently visited 
Elkins, where he addressed the newly 
formed Chamber of Commerce, explaining 
to them how anxious the Baltimore and 
Ohio was to help its patrons, and to be real 
good neighbors. There were at least 85 
Elkins business men present, and a lunch- 
eon was served to all. Mr. Hartzell was 
accompanied by Industrial Agent W. I. 
Bishop and Division Freight Agent Stra- 

A recent visitor to Weston, at our last 
last Safety meeting, was our newly ap- 
pointed Safety Agent, W. L. Allison, Chilli- 
cothe, Ohio. Our old friend "Billy" Mit- 
chell has left us for pastures new, and while 
we speed the parting guest; we welcome the 
newcomer, with assurances of hearty co- 
operation and assure him that the Charles- 
ton Division is right there when it comes to 
SAFETY FIRST. Witness the No-Acci- 
dent Campaign. 

Boost— Don't Knock. 

In our column of honor this month, we 
present for your in.spection the photos of 
the brothers "Conley, " supervisors on the 
Charleston Division. John looks after the 
south end of the Elk Line, and "Joe" takes 

in the Cut-off, the Pickens Branch and the 
north end of the Elk Line. Both are effi- 
cient and able assistants of their chief. 
Major Brooke. 

Born in Kingsville, West Virginia, T. J. 
Conley, otherwise known as "Joe," entered 
the ser^ace of the old Coal and Coke Rail- 
way in 1902 as a construction foreman. 
Many are the tales he can tell of the old 
days of that line. Through positions as 
fireman and foreman he finally advanced to 
the position of supervisor in 1915, which 
post he has held ever since to the entire 
satisfaction of his superiors. Of a kind and 

straightforward disposition, "Joe" is be- 
loved by his men and fellow employes alike. 
J. E. Conley, otherwise known as "John" 
from one end of the division to another, 
also first saw the light of day in ICingsville, 
West Virginia. He, like his brother, en- 
tered the service of the old Coal and Coke 
as construction foreman in 1902. He was 
promoted to supervisor in 1905, and is still 
holding down the job after 16 years of as 
faithful service as any man ever gave to his 
employer. John — for reasons all his own — 
said he would prefer not to have his photo 
shown on the same page as the other two 

"Fin as Good a Man as Jim!'^ 

"They made him manager today, at a fine increase in salary. He's 
the fourth man in the office to be promoted since January. And all 
were picked for the same reason — they had studied in spare time with 
the International Correspondence Schools and learnv^d to do some 
one thing better than the rest of us. 

"I've thought it all out, Grace. I'm as good a man as any one of them. All 
I need is special training — and I'm going to get it. If the I. C. S. can raise other 
men's salaries it can raise mine. If it can bring a better home and more com- 
forts to Jim and his family it can do it for us. See this coupon.'' It means my 
start toward a better job and I'm going to mail it to Scranton tonight ! " 


Tnousandsof men now know the joy INTERNATIONAL CORRESPONDENCE SCHOOLS 

of happy, prosperous honies because 1 E,p,a,„. without obligating 

they let the International Correspond-J uon, or In the subject, 6</or« which I mark X, 


me, how r can qualify for the posl- 

enceS( hools prepare them in spare hours | Q !;?coSoti°rFifem?n^" 
for bigger work and better pay. You | pTraveiinB Engineer 
will find them in offices, shops, stores, i B I" a^rakf insp^lftSr 
mills, mines, factories, on railroads — I Q Air Braije Repairman 

' , ' ' I Lj Round House Foreman 

everywhere. | D Trainmen and Carmen 

I ^Railway Conductor 

Why don't>'a«studysomeonething] g Jlfc^h^nlc^al'b'i^.fsiiS; 
and get ready for a real job, at a salary! DMachine Shop Practice 
that will give j'o«r wife and children the 1 nBoul^Maker or Designer 

'I 3Cias Engine Operating 


things you would like them to have? 

XT / • 1 T»' 11 *.' 1 □ Surveying and Mapping 

You can do It! Pick the position you pR. r. constructing 
want in the work you like best and the| § xrc^hitect " 

I. C. S. will prepare you for it right in I a Architectural Draftsman 

your own home, in your spare time— g|^P„'^^?*',Tnd"Bniider 
vou need not lose a dav or a dollar from Q structural Engineer 

□ Concrete Builder 

your present occupation. q chemist 

Yes, you fa« do it! More than a mil- 1 Name 

lion have done it in the last twenty- nine i Present 

«» 1 nrv AAA J • -^l Occupation 

years. More than 130,000 are doing it I street 

right now. Join them without another I and No 

day'sdelay. Markand mailthiscoupon! , city 


D Pharmacy 

BK. R. Agency Accounting 
R. R. Gen'l Office Acc'tlng 

□ Higher Accounting 

□ risiness management 

B Private Secretary 
Business Correspondent 

□ Stenographer and Typist 



□ Railway Mail Clerk 



□ Electrician 

□ Electric Wiring 

□ Elec Lighting & Railvrays 

§ Telegraph Engineer 
Telephone Work 

□ Stationary Engineer 

□ automobiles 

□ Good English inSpanlsh 

□ AGKICULTl'RE ■□ Math'irs 
G I'oiiltry KaUine !□ Baukioff 



Canadians may sendthi^ <uupon to International 
Correspondent iiciiovls Canadian, Limited, Montreal, Canada 

Please mention our magazine when writing advertisers 


Baltimore and Ohio Magazine, May, igzi 

Elk Line supervisors. His reasons are good 
ones, but with the correspondent are state 
secrets. John knows every one on the divi- 
sion, and every one on the division knows 
him and has the greatest affection and 
respect for him. Rare indeed is the change 
of foremen on his territory, and the man 
who has a section to run for John Conley 
knows he has to "Hit the ball," but at the 
same time he knows that he has a fair and 
just boss. For a really enjoyable half hour, 
when you have the time (provided he has) 
let us commend you to pass it, very profit- 
ably, in the company of John Conley. We 
cannot sav to much for the two brothers, 
both born'of old West Virginia stock, and in 
our opinion there can be no finer compH- 
ment paid to either of them than the esteem 
and affection with which they are both re- 
garded by every man, woman and child on 
our division. 

Cut Claims in Half. We Can Do It 
Owing to business conditions, it has been 
felt advisable to discontinue the Claim Pre- 
vention Committee meetings. The Charles- 
ton Division applied its slogan and thought 
it over. They did not like the idea. They 
•wanted to keep up the work, and so some 
of them got together and decided they 
■would request permission to continue the 
meetings, in the evening on their own time, 
which was readily granted. With such a 
spirit as this, we can look for great results 
in our campaign against claims, and there is 
surely no better way to save money than by 
reducing claim payments. They don't do 
any one any good. They make the shipper 
sore because he has lost his goods, or because 
they have been damaged, and the little sore 
still rankles even after the claim is paid. 
To our Company such payments simply 
mean WASTE. Therefore, the boys on our 
division are to be congratulated on the spirit 
they have shown, and we wish them every 

An interesting little family is shown in 
our group this month of the three little 
daughters of Conductor H. E. Bailes of the 
Gassaway-Weston local. Mr.Bailes is an 
old time enploye, and an enthusiastic claim 
prevention worker. 

Another interesting photo is that of 
Ticket Agent Brown of Weston. Of a quiet 
and smooth disposition "Brownie" has en- 
deared himself to the entire traveling public 
by his kindliness and courtesy, even under 
the most trying conditions. 


Connellsville Division 

Correspondent, S. M. DeHuff 

An interesting incident took place re- 
cently at Piedmont, W. Va., which was of 
vital interest to one of Connellsville 's 

About 17 years ago Mr. and Mrs. William 
Spence were residents of Piedmont, and at 
that time their home was brightened with 
the birth of a son. The joy was soon turned 
to sadness for the birth of the boy was the 
cause of the mother's death. Mrs. Spence 's 
mother, Mrs. Miller, took charge of the boy 
and became so attached to him that slic 
■would not part with him. 

When the boy was about 6 months old, 
the duties of Mr. Spence took him west, and 
he remained there about 7 years. While 
there he was informed that the boy had 
died. Later the grandmother died, and as 
there was no reason for his going back to 
Piedmont, Mr. Spence came to Connells- 
ville to reside. 

William Spence, Jr., of Piedmont, one day 
casually remarked to a friend that he would 

like to locate his father. Upon inquiring 
the name, young Spence was informed that 
his friend knew who and where his father 
was. You may be sure that it did not take 
William, Junior, long to get in touch with 
Connellsville. William, Senior, was over- 
joyed at the news and immediately sent his 
two sisters, Mrs. William Templeton and 
Mrs. R. Vaughn, to Piedmont to bring the 
boy to Connellsville. William Spence was 
at the station to meet them on their return. 

After an affectionate greeting, young 
Spence was taken to the home of Charles 
Spence, general foreman of Baltimore and 
Ohio roundhouse, 1 1 to 7 trick, who is a 
brother of WiUiam Spence, Sr., After the 
greetings were over the first thing the boy 
wanted was to go to work for the Railroad 
as an apprentice to machinist. "Uncle 
Charley" has promised to help land the 
job as soon as conditions become normal at 
the shop. 

Young Mr. Spence will make his home at 
the Stag Hotel, which is conducted by his 
aunt, Mrs. William Templeton. 

William Spence, Sr., is stationary engineer 
at the sand house at this point. 

Western Lines 

General Offices, Cincinnati 

E. W. Spille, Pass Clerk, General Manager's 

E. H. Henken, Assistant Chief Clerk, Divi- 
sion Freight Office 

Our Telephone Operators 
By Herbert Walterman 

Maude Crawford, the chief, is tall and fair. 

While Miss Irma George is a personage rare; 

Miss Willa Mobberly has the sweetest of 

But piquant Miss Stephens is the choicest of 

Now Miss Florence Young leads in queenly 

And pretty Miss Peters wins all beauty 
races ; 

But happy Miss Schaudig is both fat and 

While little Miss Schillin is our night-work- 
ing lassie. 

Now in the above you have operators all. 
But upon poor dear me let them vent their 

For this was just written in a cute joking 

As for their efficiency, why just let me say 
That they couldn't be beaten by the longest 

So when you read this, please don't rave, 

but just smile. 

Because the photographer was unable to 
complete an enlargement of an "Annette 
Kellerman " picture of 'one of our fair stenog- 
raphers by the time this edition went to the 
publisher, we have to wait — but watch for 
the June issue! 

Found — One pair of silk socks (men's), 
size II. Owner can have same by applying 
in person to Miss Helen Lorenz Cost Depart- 

Things we would to see in the S. M. P. 

A. Althauser — With a girl. 

George Luckey — Quit asking questions. 

L. S. Cunningham — Working. 

"Chris" Auberger — Not getting into an 

W. M. Moorehouse — Keeping his seat 
when the "boss" leaves the office or when 
the 'phone rings. 

G. W. Bick— Pitching a ball game. 

J. W. Shea — With a mustache and pipe. 

C. E. Winall— Without "Colyer's Eye" 
and "Harper's. " 

R. Meagher — Getting to work on time. 

G. C. Naegel — Without a grump. 

H. E. Duncan — In a bathing suit. 

F. X. Drain— IMarried. 

F. L. Welz — Keeping his shoulders still. 

W. C. Garaghty — Without ham and cab- 
bage for lunch. 

R. P. J. Moran — In a Lizzie with his 

We are pleased to have this opportunity 
to relat<> a, little incident which occurred to 
a representative of these offices, en route 
from Cleveland to Cincinnati on a Big Four 
train. Sitting in the smoking room of the 
sleeper he overheard two salesmen from a 
large concern in Cleveland discussing the 
time they could catch a certain train out of 
Cincinnati to go to the little town of Middle- 
town, West Virginia. They had contem- 
plated catching this train to Staunton and 
taking the Baltimore and Ohio train from 
there to destination. Then they were to 
proceed to New York and back again to 
Lexington, Ky., which point they intended 
to reach via a competing line from Wash- 
ington, D. C. Our representative asked 
their pardon for interrupting, mentioned the 
fact that he was a representative of the 
Baltimore and Ohio Railroad and advised 
them that they could make better time and 
connections by using Baltimore and Ohio 
trains. He produced his folder and arranged 
the entire trip for them from Cincinnati on 
our train No. 4. He also arranged their 
return trip via Baltimore and Ohio to Cin- 
cinnati, thence to Louisville and L. & N. to 
Lexington. In doing this he advised them 
where they could purchase tickets and reser- 
vations and gave them all the information 
available. The two salesmen were grateful 
to our representative for his information and 
assured him that they would pursue the 
course he had mapped out.. 

This little incident is mentioned so that 
other emploj^es while traveling on the trains 
and getting in touch with the traveling 
public will not forget that they are Balti- 
more and Ohio men and women, and that 
they may see what they can do toward get- 
ting business for the Company. If at any 
time you can get a shipper or a passenger 
for the Railroad, do it; if you feel that you 
cannot get the business or passenger, why 
not get in touch with one of our passenger 
or freight men? They will be glad to hear 
from you and will be out immediately to 
get the business. 

Wanted — A small blonde girl, age not 
over 18. Must have cUnging disposition. 
Apply Line 88, B. L. H. 

Who said "Billy" Sunday hasn't a 
Christianizing influence? F. M. Duncan 
attended one of his re\'ivals and hasn't worn 
his notorious red tie since. 

Miss Stockman visited the new Baltimore 
and Ohio bridge and found the "surround- 
ings" very attractive. 

'Tis said "In the Springtime a young 
man's fancy lightly turns to thoughts of 
love. " Judging from what we can see in the 
Traffic Department, there are several men 
affected thusly. 

Colors of the Freight Tariff Bureau 
Hope for the long tomorrow bright, 

Strength for the brief today. 
Faith that the green shirts will wash white 

And the red necktie fade away. 

Hurrah for Elmer Schofield, he has joined 
the Benedicts! 

You can't keep a good man down. C. W. 
Lally has been appointed assistant chief 
clerk, Traffic Department. Congratula- 
tions, Charles. 

Baltimore' and Ohio Magazine, May, 1921 


Bargains Which Yd ii 
Simply Cannot Resist! 

Silk Poplin 

Most fetching style in the 

fashionable silk poplin and 

priced to save you half 

what you would expect 

to pay. 





fine qual- 
ity and will give splen- 
did service. Skirt is 
gathered all around 
waist line with separ- 
ate bell, trimmed with 
ivoD' buttons and is 
handsomely e m b r o i- 
dered in novel French 
design in while thread. 
Sizes 22 to 40 waist. 
Lengths 36 to 40 in- 
ches OrderNavy Blue 
by No. BXI570. Black 
by Ng. BXI57I. No 
mone'now. Pay bar- 
gain price S3. 43 on ar- 
rival. We deliver free. 

Big Bargain 
in Overalls 

Good quality Indigo blue denim, full 
2 swing, 2 hip and a rule pocket. 
Riveted buttons. Durable suspen- 
ders. Overall sizes 30 to 44 inch 
waist measure. 30 to 34 Inch In- 
seam. Jacket sizes 34 to 46 chest 
measure. Order overall by No. 
CX2I9; Jumper by No. CX220. Also 
comes in slifel. Order overall by 
No. CX222: Jacket to match by No, 
CX223. No money now. Pay 99c 
on arrival for each garment ordered. 
We deliver free. 


Per Garment 

Pants »1^ 

A bargain that Is simply unpar- 
alleled in work pants. Exceplion- 
elly well made; seams well sewed 
and stitched. Has belt loops and 
riveted suspender buttons, and the 
regulation side, hip and watch 
pockets. Cuff bottom. Sizes 30 to 
42 Inch waist measure, lengths 30 
to 34 Inch inseam. Color khaki 

Order by No, CX750, No money 

now. Pay $1,48 on arrival. We 

deliver free. 



/ery chick style and ex- ^ ^^^ tt Q 

cellent choice for Spring ^▼^■•W 

and Summer, Uppers ^^^~~"~ 

of finest soft Kid ^gg 


leather. Soles are splen- 

id grade light weight 

flexible leather. New 

height Cuban heels. 

i^ome In black or 

rown. Wide 

widths Sizes iVi to 

•i Order Brown by 

A X I 5 8, 

Black by No. 


No money nOWi 
Pay bargain 
price, $2.48 on ar- 
rival. We deliver free 

Don't Send A Penny 

Record-breaking bargains. Savings euch as you have 
not seen in 6 years. And you don't send a penny with 
order. Pay only when goods arrive and then if not 
satisfied that you are getting the best values offered m 
America today, return them and we refund your mone> 
The fairest, squarest offer ever made. You don't risk 


Delivered Free 

We pay all delivery charges. Tou pay only the bar 
gain price given in this advertisement. No extras of 
anv kind. Goods delivered to you by mail free an 1 on 
approval. Be sure to give your size or sizes and if you 
have a choice of color state which color you want 
Send no money. Just order by letter or post card and 
we ship Uie goods at oni'e. 

Leonard-Morton & Co. 
Dept. 8700 Chicago, HI. 

Voile Blouse 


It seems im- 
possible to 
offer such a 
pretty blouse 

for only Delivered Pree 

but that's our bargain 
price while the stock 
lasts. Hurry your order, 
for at this price every 
blouse will go quickly. 
Made of good material 
—tie back style. Front 
trimmed with all-over em- 
broidery. Latest style round 
neck Back finished with 
elastic. Comes in white 
with rose or blue embroid- 
ery. (State which you 
want.) Sizes, b"St„^* ,>? 
46 Order by No, BX7IB, 
No money now Pay bar- 
gain price 98c on 
arrival. W 
deliver free 




3 Percale 

e Q Deliver- 
^— ed Free 


Fine quality Per- 
cale; high bib ef- 
fect, armholes 
and shoulder 
straps trimmed 
with braid edg- 
Cut extra full with 
/ laige sweep; finished 
in back with bow sash. 
Two large patch pock- 
ets. Assorted plaid col- 
ors. Sizes: Small, Medi- 
um and Large, Sold in 
sets of three only. 

Siik Shirt' 


Delivered Free t 

Fiuo quality Tussah / ? 
Silk, iiotf d for wearing X * 
quality. Novelty self strip J^ ^ 
in solid colors — ligl t * 
blue, pink and lavendPr ^' 
New French cuffs. Fine'^ 
pearl buttons. Sizes 14 
to 17 neck. Order ^z 
size smaller than collar 
you wear and give color 

Send only coupon— no money. Pay only on arrival. 

Order by No. CX447. No money now. Pay $2.95 o» 
arrival. We deliver free. 

3 Fine Shirts $2— 

Percale Dress Shirt, fino quality; coat 
style, extra full and full length, 5 buttons, French 

Blue Polka Dot Work Shirt. Extra fine stitel cloth, 
great for wear. Full out. Reinforced seams. Extra 
large breast pocket. Attached collar. Indigo blue with white dot. 
Chambray Work Shirt. Kxtra quality. Cut extra full. Large 
breast pocket. Attached collar. Reinforced seams. 
Si7,es 14 to 1" inch neck band. Sold in the set of 3 only. None 
Order the set by No. CXIOIO. No money now. Pay on arrival. 
We deliver free. 

Feet Big? You are in Luck 

If your feet are anywhere in 
size from 9 to 1-, here is 
the world's best buy In brown 
leather work shoes. 

^O Deliver- 
±^ ed Free 

strong re- 
tanned, durable leather. 
Treated specially to 
be proof against acids 
In milk, soil, ma- 
nure, etc. Two 
solid leather 
nailed and 
Heels rein- 
force d — 
won't come 

off. Bellows tongues. Grain leather insoles. Boouay 
toes. Wide widths. Sizes 9 to 12 only. 

Order by No, AX 1 896, No money now. Pay $2.38 on 
arrival. We delirer free. 

Women's Low Oxfords 

Black Patent Leather 

<► gm QO We bought a special^ 

lot of these hand- 
some black pat- 
ent leather^ 

der by 

Delivered Free ,l,VS'l' 

fords at a big redu 
tion and offer them t 
you on the same basis. 
Excellent q u a 1 i t 
patent uppers. Flex 
ible soles, Walkin 
heels. Sizes 2V> 
to 7. W i d 
widths. Or- 

Pay bar- 
gain price* 
$1.98, on 

e deliver free. 


Please mention our magazine when writing advertisers 


Baltimore and Ohio Magazine, May, 1921 

Cincinnati Terminals 

Correspondent, Joseph Beel, Chief Clerk to 
Superintendent of Terminals 

T. J. Bowns, assistant trainmaster, is 
back on the job after a month's rest at Hot 
Springs, Ark. "Tom" claims his trip was 
beneficial, and he surely looks as though he 
has taken on considerable avoirdupois. 

Horce ("Red") Moiller, bill clerk. Elm- 
wood, has been crowned champion roller 
skater of Cincinnati Terminals, having been 
first under the wire in the open race at the 
rink party for Baltimore and Ohio em- 
ployes, given at Music Hall on March 29. 
Results would probably have been different 
if W. J. Maloney, our general chief yard 
clerk, had not found some ball-bearing trouble 
with his racing skates. 

Ralph Diamond had a roadster, 

A cute, but little car; 
A touring car hit it astern 

And knocked it quite afar. 

Congratulations were in order at the home 
of Josejih S. Mercer, upon the arrival of a 
12-pound daughter on April Fool day. 
Thanks, Mr. Mercer, for the cigars. 

Our bill clerk, Mrs. E. R. Swepston, has 
been furloughed, and has claimed her rights 
by bidding in on the job previously held by 
Miss Grace Welsh, general clerk to round- 
house foreman. 

We are all pleased with the remed}^ which 
was prescribed by our H. S. Stansbury's 
doctor, i. P., not allowing him to smoke or 
chew. This however, will to smoke 
and chew in peace without someone having 
to say "Gimme !!!!!!!" 

Our assistant foreman, M. Longdon, does 
not come in the office as often as previously. 
This, we think, is due to the girls from 
roundhouse 'being transferred to Storrs 
car office. 

C. C. Cason is back on the job again after 
spending a 90-day furlough in Georgia. 

E. T. Haas, general foreman, Ivorydale, 
went to Hot Springs for his health. His 
jovial smile is missed and we hope he will 
soon be able to return to his desk. 

Miss Freda Kruger, P. A. billl clerk. 
Storekeeper's office, who was the first lady 
employe at Ivorydale, is about to venture 
upon the sea of matrimony. Her friends 
wish her a long, happy voyage. 

"Bob" Miller, blacksmith foreman, 
Ivorydale, just returned from his vacation 
trip. "Bob" has traveled quite extensively 
but he evidently found the right spot this 
time, judging by the poetry which he sent 
the office force about " The Kentucky Hills " 
and "What Made Her Famous." 

J. R. Zureick, boiler foreman, Ivorydale, 
has had his "buzz-wagon" in cold storage 
all winter. Has been saving gasoline all 
that time and now has enough to last him 
through the summer. 

"Bob" Gabriel, our young bachelor 
clerk, has added another attraction to his 
list to capture some young lady who would 
like to become Mrs. Gabriel. "Bob" 
bought a new "Tin Lizzie. " She can surely 
ramble right along. 

M. Q. Ladd, section stockman, Ivory- 
dale, is now daddy of a 10- pound girl, born 
on April I. Congratulations, M. Q.! 

K. Green, third trick electrician, Ivory- 
dale, is looking rather chummy. Appar- 
ently these occasional trijis down to Lexing- 
ton, Ky., are beneficial. What say, Kenny? 

"Ernie" Recker, electrician, Ivorydale, 
has not been visiting the bowling alleys. 
Rumor is that he is devoting most of his 
time to his back yard farm. 

The baseball bee has been buzzing around 
the shop since the training season opened, 
and, as usual, "Martie" Moran quoted 
some of the famous "near stops" he made 
while playing under "Dick" McGurk's 
team at Ivorydale in 1912 or thereabouts. 

Miss Leafy Wiltsee, stenographer. Super- 
intendent's office, recently left to become 
the bride of Dr., Reuben Walters, dentist, 
Elm Grove, W. Va. She was presented with 
a beautiful silver fruit basket by the office 
force. Congratulations! 

Charles Bell, chief clerk, Gest Street, and 
better known as "the boy wonder with the 
fine head of hair that the girls all_ envy, " 
was thinking at one time of going into the 
dairy business. Not being up to date in 
business, of course, he was trying to pick 
up a little information. He asked mc one 
day what hand is best to use when milking 
a cow. I, being only an amateur, had to 
tell him that the best results I ever obtained 
was by using a farm hand. I never milked 
a cow myself, and in fact only tried it once, 
and I then found with holding the cow with 
one hand and the pail with the other, that 
outside assistance was necessary. 

I write these lines in playful mood 

To try and make you laugh, 
I cannot say it's bad or good 

Or sense or silly chaff. 
If you refuse the laugh or smile 

And say this verse won't do, 
I'll turn around with playful guile 

And stand and laugh at you. 

— G. B. S. 

Elmer Feldman, our efficient receiving 
and delivery' clerk, believes in keeping 
posted on the classification. Frequently 
you can see him studying the many rules and 
regulations pertaining to the proper receipt 
and delivery of L. C. L. freight. Elmer has 
worked out a nice little scheme or record 
for receipts, showing that he has a receipt 
for every shipment unloaded in depot and 
delivered, besides the signature on receipt. 

It makes a substantial and complete record, 
and will help reduce payment of claims for 
freight delivered without proper receipt or 

"Charlie" Bell, demurrage and car clerk, 
Gest Street, is seeing that nothing gets by 
unnoticed. "Charlie" is an expert on de- 
murrage rules. If he is not sure about a 
point on demurrage, he knows where he can 
get expert information, i. e., by calling up 
Miss Kirton in the main office at Smith 
Street. "Charlie" also has a pride in keep- 
ing records right up-to-the-minute if it is 
possible to do so. No bills, however, are 
the bane of "Charlie's" life, but with his 
records up to date, he keeps digging until he 
gets them. If you don't believe it, ask 
John Smith at the Smith Street office. One 
of our general superintendents once said: 
"If you don't get what you -ask for the first 
time, and it is necessary, keep asking for it 
until you DO get it. " 

We all regret losing the valuable ser\nce 
of Miss Ethyl Distler, formerly stenographer 
and utility clerk, Gest Street, who was re- 
cently transferred to Mr. Fish's office. She 
was an excellent worker, congenial to both 
employes and patrons of the Baltimore and 
Ohio. It is our wish that some time again 
we may have the good fortune to have her 
efficient assistance. 

Dennis Finn, formerh^ employed at Gest 
vStreet as utility clerk, has been transferred 
to carding clerk, Smith Street Depot. 
"Denny" was a fine fellow, a good worker 
and well liked by all. We trust we will 
have his services again when business 
increases sufficiently. 

Louis Fitzer, formerly employed as 
utility clerk and tallyman, Gest Street, 
resigned recently to go into business for 
himself. Good luck, "Lou." You will 
succeed if you put the same energy into 
your business as you did when working 
for the Baltimore and Ohio. 

George Baumgartner, one of our most 
reliable tallymen and conscientious workers, 
was recently furloughed. We trust it won't 
be long until business increases so that we 
may have his valuable services again. 

Yard engine and crew. Marietta, Ohio 

Baltimore and Ohio Magazine, May, iQ2i 



e.A5kMLT &ALL TLAM lo^i ^l 

Top row: Kocher, captain, guard ; Richards, forward; Russell, center; Peebles, guard; insert — J. 
A. Jackson, manager. Bottom row: Glen, center; Crissman, forward; Eilbeck, forward 

Newark Division 

W. E. Laird, Chiej Clerk, Newark, Ohio 
A. D. List, Newark (Ohio) Shops 

"Sad But True." 

"Tommy Brookes" sat alone in a boat, 
But a big fish almost got his goat. 
"Tommy" cast his line and pulled like sin, 
But the fish was bigger and pulled "Tom" 

All the things about a canoe 
"Tommy" had often boasted he knew! 
But as to his prowess we can't vouch yet. 
Suffice to say, he got awfully wet. 

O. B. ("Pat") Hunt, more commonly 
known as "Spider," must be considering 
the call "Back to the Farm." His mail 
daily consists of a large assortment of 
advertising on bug killers, farm machinery, 
"How to Make Hens Buy Your Groceries," 

Robert George, fonner clerk to assistant 
master mechanic, has been transferred to 
the Division Accountant's office. 

Mary Gancy, distribution clerk, Division 
Accountant's office, attending a "movie" 
with her "steady" a few evenings ago, after 
watching a picture of a wrecking crane lift- 
ing cars out of a ditch, very abruptly 
inquired of her escort: "John Jacob, is 
that a ditcher?" Mary, we're surprised! 

The accompanying picture is of our yard 
engine and crew at Marietta, Ohio. From 
left to right arc: Brakeman F. P. Mc- 

Donald, Brakeman W. E. Callahan, Fire- 
man B. H. Bell, Conductor J. L. Toller, 
Engineer G. W. McClure. 

New Castle Division 

Correspondent, J. A. Jackson 

The last of the coordinated stations in the 
Mahoning Valley established by the U. S. 
Railroad Administration was abandoned 
March 21 when the joint agency of the 
Baltimore and Ohio and the Erie was di- 
solved at Girard, Ohio. 

R. B. Viehdorfer, formerly agent. Sterl- 
ing, Ohio, was appointed agent for the 
Baltimore and Ohio, and everything is now 
in smooth running order. Mr. Viehdorfer's 
appointment has met with popular favor 
among the business men of Girard and the 
patrons of the Railroad. Girard is one of 
the thriving towns in the Mahoning Valley, 
is growing rapidly, and everything points 
to an increased business for us there. 

George Miles, car distributor, New Castle 
Junction, is the proud father of a baby boy 
that arrived at his home on March 16. 
George was a little late in arriving at the 
office next morning, but when he did come, 
and explanations were tiffered, he was sur- 
rounded by admiring friends, who extended 
their congratulations. The new arrival has 
been named Harold Ruoff. Mrs. Miles will 
be remembered as Miss Hilda Ruoff, for- 
merly clerk. Superintendent's office, New 
Castle Junction. 

The weekly staff meetings, recently in- 
augurated on the New Castle Division by 

Superintendent D. F. Stevens, are proving 
of inestimable value to the members of the 
various crafts who are invited to attend the 
meetings. Some of the trying problems 
confronting the officers in the successful 
operation of the Railroad are more cFearly 
brought to their attention. The closer co- 
operation of the men in train and engine 
service, in their daily observation of con- 
ditions as they actually exist, will be of 
mutual interest to both men and officers. 

I^. L. Wagner, freight conductor, has re- 
covered from a severe attack of typhoid 
fever, and has resumed his duties on the 
"River Run" out of Haselton, Ohio. 

Perry Eilbeck, "WTian" Poole and Irwin 
Peebles, time clerks. Division Accountant's 
office, have returned from a pleasant visit 
to Lonaconing, Md. "Whan" says the 
prettiest girls in the world live in Lona- 
coning, and he's already planning another 
trip to the Maryland town in the near fu- 
ture. There's a reason. 

A. C. Harris, former yardmaster. New 
Castle Junction, has been appointed chief 
clerk to the division engineer with head- 
quarters at New Castle. " Al" will be back 
on the yardmaster's job just as soon as the 
business depression is over. 

New Castle Junction, Painesville, and 
Hazelton shops are included in the Safety 
Honor Roll for the month of February, 
having a total of 103,727 man hours, with- 
out a single injury. The mechanical em- 
ployes of these shops can well feel proud 
of this remarkable record, and are to be 
commended for their great interest in es- 
tablishing the entire New Castle Division 
on the Honor Roll. The work in the shops 
can be accomplished with much greater 
success when there are no personal injuries, 
and the above results were only obtained by 
every employe consistently complying with 
the Safety rules. 

Here's hoping that this high standard 
of Safety will be maintained throughout the 
entire year. 

Charles Crawford, engineer, New Castle 
Division, has been appointed road foreman 
of engines. Wheeling Division, with head- 
quarters at Wheeling, W. Va. "Charlie" 
has a host of friends on the New Castle 
Division who wish him success in his new 

The first meeting of the Lotus Club, the 
members of which are employes of the 
Youngstown Freight office, was held on the 
evening of April i. After the business 
session an entertainment was held which 
was much enjoyed by all who attended. 

Vocal selections were rendered by the 
Misses Hazel Chesney and Gladys Rahn, 
and a piano duet was given by the Misses 
Isabel Beatty and Josephine Griffin. A 
solo dance by Mrs. Pearl Schmutz added 
much to the pleasure of the evening. 

The Club was glad to have with them for 
the evening as guests, Harry Burns and 
J. L. Depser, traveUng car agents of Pitts- 
burgh, Pa. 

Mr. Burns possesses a remarkable bass 
voice and rendered at request (or rather 
murdered), his latest song hit entitled, "If 
the Rain Makes Everything Beautiful, Why 
Don't it Rain on Me." Later, Mr. Depser 
gave a short talk, taking for his subject, 
"Styles may come, and styles may go, but 
me for my Derby Hat, always." 

Closing the meeting, Mr. Aiken, our 
agent, whom we are very proud of, gave a 
"Safety" talk, explaining that there must 
be something more than delayed cars and 
uncollected items in the vicinity of Youngs- 
town, in order to attract so many into our 


BalU'moi e and Ohio Magazine, May, igzi 


Read Our 



to You 

And unless you already- 
own a Watch that you are 
sure is just as good as they 
make them, this is a money- 
saving opportunity you 
positively cannot afford to 
miss.. It is a Bargain such 
as you do not meet every 
day. For that reason you 
will have to act promptly. 
To be sure you get one, 
suppose you write to me 
personally, care Santa Fe 
Watch Co., right Now be- 
fore you forget it. I want 
you to have one of these 
beautiful Standard "Santa 
Fe Special" Watches. 

My sole aim during the year 1921 is to place as many standard, dependable 

watches, as I can, in the hands of men throughout the land, REGARDLESS 

OF PRICE OR PROFITS. To do this, I have cut the prices to ABSOLUTE 

ROCK BOTTOM. I know that if I can distribute 5,000 "Santa Fe Specials" this 

year on this NO PROFIT PLAN, that every watch will sell another. I am making 

this startling watch offer to those who will tell their friends of this remarkable watch 

value if they find the watches all or more than I claim for them. 

Alonzo S. Thomas, 

President, Santa Fe Watch Co. 







3-Color •'-'/^ ta^m 
Inlaid Case SffiL'ltaiinl>)M 
New Design 



I want you to see llu- ncwe<it designs in 
cases used on these "Santa Fe Special" 
watches so you will fully realize their 
beauty and up-to-dateness, as well as the 
value of the bargain I am ofTering you. 
I want you to sec tliL- 3-color inlay work — 
think how di-^ . nd persona! your 
watch would be with your o'au name, 
monogram or pome appropriate embk-m 
engraved in the Case, just to suit your own 
ideas. You will also want to see the new 
French Art designs in ciicravod rase* — ;ill 

shown in My New Free Watch Book. 

printed in beautiful tolurs. WriLc today. 
I- VMM be M-nt l-KFK, 


These watches are now in service on practically every railroad in the United States and 
in every branch of the Army and Naval service. Thousands of tliem are distributed 
around the world. Your name or monogram and any emblem you may desire will be 
engraved in the case to suit your own ideas. Write today for my Free Watch Book — 

make your selection now. Save One-Third to One-Half 

the price you pay for a similar watch made by other 

Manufacturers. Most Liberal Offer Ever Made. Our 

"Direct-to-You" low wholesale terms and Extra Special 

Distribution Plan is fully explained in the New Santa Fe Special 
Booklet just off the pres.";. The "Santa Fe Special" Plan means a biy 
saving of money to you and you pel the best watch value on the 
market today. Watch sent for you to see without one penny down. 

Send Your Name Today 

Clip the coupon, fill out and receive the free watch book. All the 
newest watch case designs are shown. Read our easy payment 
offer. Wear the watch , SO days Free. Watch sent for your exami- 
nation and approval without a penny down. Nothing to risk. See 
the watch before you buy. 

Write for Free book today and Select Your Watch. 


21 Perfect Jewels 

Adjusted to Positions 

Adjusted to Temperature 
Adjusted to Isochronism 

Adjusted to the Second 
Thin Model 

All Sizes 

A letter, postcard or this touyon will biinw ^-v Frcc Watch Book. 
Sania Fe Watch Co.. 525 Thomas Building, Topeka. Knn.^as: 

Please send me your New Watch Book with ih.- undersu.ndinR that thm 
request does not obHpatc me In any way. 

Name .. ■• 

Address _ — - 



525 Thomas Building, Topeka, Kansas 

(Home of the Great Santa Fe Railroad) 

Please mention our magazine when icriling advertisers 

Baltimore and Ohio Magazine, May, ig2i 






fi(/5HIS TO 


CVSSSi S£Rvict 
or f<ofit> 


Our Cleveland Caruso, scheduled to attend the County Fair 

Cleveland Division 

A. F. Becker, Secretary to Superintendent, 

Cleveland,. Ohio 
E. L. Miller, Chief Clerk to Divitton Freight 

Agent, Akron, Ohio 
H. B. Smith, Supervising Agent, Cleveland, 

W. E. Brugh, Clerk to Trainmaster, Mas- 

sillon, Ohio 

Cleveland Yard Office 

In our photograph gallery we have some 
of the office force at Clark Avenue. Left 
to right: "Grandpa" MacDonald, Mrs. 
Edythe Wenzel, Miss Evelyn Metzger, 
Miss Beulah Stephenson, "Beauty" Her- 
man, "Turk" Murphy, "Slim" Davisson, 
"Whitey" Weisharr, "Fatty" Singleton. 
In the lower circle are "Skipper" Weisburg 
and our stenographer, Evelyn Metzger. 
No animosity exists between our report 
clerk, Mrs. Wenzel, and our stenographer, 
Miss Metzger, as you may note in the other 

R. G. Davisson, formerly rate clerk, 
Clark Avenue, and who left the service 
about one year ago, has been re-employed 
in the capacity of chief clerk, Clark Avenue. 
Glad to see you back, "Dave." 

"Beauty" Herman reports that the mem- 
bers of the recently organized West End 
ball team, of which he was the self-ap- 
pointed manager, have decided to promote 
him to the position of mascot. "Beauty" 
is not at all desirous of accepting this pro- 
motion and has decided to resign. 

In the early part of November, 1920, a 
School of Accounting was organized in the 
Division Accountant's office, Cleveland. 
President, vice-president, secretary, and 
treasurer were elected. The object of the 
School of Accounting was to instruct the 
younger members of the office force in the 
work in which "they are engaged, and at 
the same time to prepare them for other 
work that they might be called upon to do 
Jater on ; in other words, to equip them for 
advancement. To the older employes the 
object of this school was that they might 
Viecome more familiar with the work in 
other departments aiid more efficient in 
their present line of duty. 

It has been the practice to hold these 
night schools every two weeks. Invariably 
the first half hour is devoted to some one 
topic. The remaining hour is given up to 
forming classes under competent leaders, 
■who explain the various problems of 
accounting. Motive Power, Maintenance 
of Way, Fuel .Stores, etc., by going through 

the work carefully. Any doubtful question 
as to a correct charge is carried over until 
the next meeting, when a decision is ren- 
dered, if possible. 

Some of the members of the Clark Avenue 
office force 

This class in accounting does not confine 
itself entirely to study. Every few weeks 
the usual study period is dispensed with 
and the evening is spent socially; either a 

lunch is served in the division accountant's 
room b}- the ladies of the class, or the class 
participates in a supper elsewhere. The 
funds to cover this expense are provided 
for by a small assessment from each member. 
Up to the present time the night school 
has confined itself to the Division Account- 
ant's office force, but invitations will be 
extended to the various offices, such as 
Superintendent's office, General Foreman's 
office. Agent's office, etc., so that any 
employe in these offices who wishes to avail 
himself of the opportunity to study account- 
ing may do so. 

Traffic Department 
Correspondent, C. H. Groninger 

Just to prove to our employes in particu- 
lar, and the public in general, that we of the 
Assistant General Freight office, Division 
Passenger office and Coal Freight office, 
located in the Park Building, Cleveland, 
are alive, effective in this issue and con- 
tinuing ad infinitum, we intend letting you 
hear from us each month. 

As an opening statement, we caU your 
attention to the fact that the offices herein 
represented have a 100 per cent, repre- 
sentation in the Baltimore and Ohio Wel- 
fare Association of Cleveland, and, we 
assure you, the Association is 100 per cent. 
Baltimore and Ohio. 

We have in our midst one J. W. Freeland, 
freight representative, who has recently 
joined the society familiarly known as the 
"Benedicts." Mr. Freeland has our best 
wishes for a happy life. 

While our minds are running in this 
channel, which we need not mention is a 
very dangerous one to dwell on, we recently 
learned that the newly married S. M. 
Brown, traveling passenger agent, is a 
model husband. Mrs. Brown was embark- 
ing on a little trip and, fearing that she 
would get lost between her home and the 
passenger depot, Mr. Brown dispatched his 
worthy secretary to escort her on her pre- 
carious trip from her home to the station. 

J. G. Strickenbiarg, division passenger 
agent, is just recovering from a serious 
illness and we sincerely hope that his 
recovery will be complete, as he has the 
respect and best wishes of aU the employes 
on this division. 

While the results accomplished by the 
Welfare Association of this terminal along 
the line of increased sociability among the 

Engineer and Mrs. J. J. Crouch, Massillon, Ohio 


Baltimore and Ohio Magazine, May, iq2i 

"Pete" Monigos, trackman 

employes, a greater and livelier interest in 
our Company, etc., have been noticeable, 
yet is has accomplished some wonderful 
results along another line. We recently 
noticed that a certain tall, blonde young 
man from the Coal Freight office, was dis- 
playing a marked interest in Police Depart- 
ment matters and, wondering at his interest, 
we made inrjuiry and uncovered a budding 
romance. In this connection, we nught adcl 
that the young man in question is just 
"wild" about red hair. 


Engineer and Mrs. J. J. Crouch have 
taken a trip to Hot Springs, Arkansas, 
where Mr. Crouch has already taken several 
baths and tells us that he is feeling fine. 
The accompanying photograph shows their 
present mode of traveling — a little different 
from a trip via the Best and Only. 

On March i8 the Griscum & Russell Co., 
through the influence of Mr. Fitzgerald, 
trainmaster, shipped Baltimore and Ohio 
181118 frotn their plant at Massillon to 
Mare Island, Cal., giving us a long haul. 
Car contained material for the U. S. Navy. 
That is the kind of work that makes the 
bell ring. Would like to hear of many more 
employes doing this kind of work on the 

E. A. Kricr, chief yard clerk, Massillon, 
received a small shipment from a mail order 
house at Chicago and requested that the 
shipment be sent via our line. Request was 
fulfilled and shipment reached Massillon 
in good condition and in good time. No 
matter how small a shipment we get, we 
should always try to get the business. Our 
road needs it, and needs it badly, so now let 
us all pull together and get some. "Every 
little bit added to what you get makes just 
a little bit more." 

W. E. Brugh, clerk to trainmaster, and 
E. J. Crampton, agent, borrowed the car 
foreman's speeder on March 21 and pumped 
to Crystal Springs in order to get the exact 
location of the old gravel pit. That is a 
very poor way to judge distance, hard on 
the back and hard on the machinery. 

"Archie" Seifert, billing clerk, Massillon 
Freight House, has been doing his bit in 
soliciting for bu.siness for the Railroad. He 
has been getting a number of carloads in the 
last few months. Keep up the good work, 

Austin Sanders, the popular young clerk, 
Agent's office, seems to be all wrapped up 
in the Welfare entertainments at Cleveland, 
haying attended everyone so far. He 
reports having a most enjoyable time. He 
savs toe dancing is his hobby. 

Jennie Eckroad, cashier, Freight office, 
says she doesn't believe in dancing, and 
that the short skirts the girls are wearing 
arc scandalous. She has not yet been able 
to convince Charles and Austiij to see it as 
she does. 

At its last meeting the Freight Claim 
Prevention Committee of the Cleveland 
Division appointed E. J. Crampton, our 
local agent, as chairman. Wc all know that 
Elmer is there with the goods and it demon- 
strates his popularitj' among the employes. 

"Ed" Richarejs, demurrage clerk, has 
received a full supply of tax blanks and 
advises all the boys to get busy and list 
their valuables. "Ed" is tax assessor of 
the third ward, Massillon. 

Oliver Seifert, formerly tallyman, has 
been appointed foreman of the freight house 
at Massillon. Oliver is a good, reliable 
employe and his many friends are certain 
of his success. 

Dover, Ohio 

Conductor E. C. Pratt and wife went to 
Hot Springs, Ark., on April 4, Conductor 
Pratt getting a leave of absence for one 
year. He intends to spend that time on his 
uncle's ranch. We hope that the change in 
climate will be a benefit to Mrs. Pratt's 
health. We wish them both good luck. 

Conductor E. J. Mclntire returned to 
duty after an absence of 90 days. "Ed" 
claims he intends to "hit the ball" for the 
rest of the year. We hope so, "Ed." 

Conductor J. L. Wilcoxen took an ex- 
tended trip through the South, spending 
most of the time at Port Tampa, Fla. 
"Jim" thought we didn't know what he was 
going for, but the little "bird" tattled on 
him. He has settled down considerably 
since returning. Well, we hope you have 
much success with your life partner! 

R. M. Morrison, known as "Saw Mill 
Bob," wants to give his automobile away, 
but no one wants it. 

J. A. Keifer, operator at "GI" Tower, is 
planning to run for sheriff next election. 
He assisted the Dover police and the county 
sheriff to round up a Greek that shot 
another Greek at Dover on March 30. We 
all wish "Jim" good luck, and will help him 
get the job. 


"Vince" Kilbow, our esteemed assistant 
cashier, freight house, has apparently been 
plugged by "Little Dan." For the past 
5 years "the little old town " has been big 
enough for "Vince," but lately he has been 
missing 40 and 41 in and out of Canton. 

B. J. Watterson, car inspector, has been 
transferred to Sandyville because of busi- 
ness depression. "Barney," be careful of 
the chicken dinners. 

Engineer W. J. Diebold decided to join 
the ranks of the high wheelers, but after 
putting on the goggles, he decided that it 
was a rough rider's job and, preferring buck- 
ing the extra board out of Canton, he has 
returned to the fold. 

Gertrude Straub has been carrying a red 
spot on her cheek for over a week. How 
come, "Gertie?" 

They have Olivia back in the cage again. 
We mean the cash cage, not the jail. 

On March 29, by a margin of 184 pins, 
Baltimore and Ohio bowlers of Canton 
Freight House scored a victory on the Y. M. 
C. A. alleys over the W. & L. E. pin smash- 
ers, taking all three contests. 

The victors totaled 1981, averaging 657 
as against 1797 for the W. & L. E. quintet. 

an average of 599. They contributed totals 
of 627, 689 and 665, their closest shave being 
in No. 2 game, which they took by 54 pins 
when the Wheeling went to 635. 

The averages were: 

Wheeling and Lake Erie Railroad. — L. 
Deslye, 139; F. Brown, 113; P. Huffman, 
82; W. Gassier, 119; H. Swisshelm, 145. 

Baltimore and Ohio Railroad — L. Swan- 
son, 133; W. Lehr, 122; L. Warburton, 134; 
J. Metzger, 118; W. Swanson, 149. 

Chicago Division 


F. N. SCHtK-TZ, Division Operator, Garrett, 

EstherJ. SpREENBERG,C/er;fe,South Chicago 
Margaret Galloway, Assislant ShopClerk, 

Garrett, Ind. 
R. R. Jenkins, Secretarx Y. M. C. A., 

Willard, Ohio 
P. H. Carroll, Signal Supervisor, Garrett, 

W. C. Addy, Willard, Ohio 
Florence E. Smith, Freight Office, Chicago 

Willard, Ohio 

You have no idea what a fireman can do 
until he has to do it. "Bill" Ebinger is 
throwing hash in a restaurant at WiUard, 
and "Babe" Smith is pushing a truck at 
Willard Freight House. 

Business got slow for Ralph Hull, so he 
asked for a furlough and went home to 
work in the grocery store there. That's his 
story, but we believe there's a woman at 
the bottom of it. 

Chicago Terminal 

Correspondent, Thomas H. Williams 

Periodical staff meetings are being held, 
at which H. M. Jouver, acting general 
freight agent and passenger agent, presides 
as chairman. All of the agents and assistant 
agents on the Baltimore and Ohio C. T. 
R. R. attend these meetings, which are held 
to discuss matters of general interest from a 
traffic standpoint, such as correct applica- 
tion of tariffs and division sheets, quotation 
of rates, routing, solicitation, etc. 

The active work being done in this re- 
spect regarding solicitation of traffic, is pro- 
ducing good results. There is still room for 
improvement, and all of the employes of the 
various departments should be on the look- 
out for any available traffic, and, whenever 
the opportunity presents itself, endeavor to 
secure additional tonnage. 

A quartette from the general offices, Garrett, Ind. 
Left to right: Vesta'Marvin, Marge dinger, 
Margaret Hammers and Dorothy Brinkman 

Baltimore arid Ohio Magazine, May, 1921 


The solicitation of traffic for the System 
need not be confined wholly to that of 
freight traffic, as there are some splendid 
passenger trains moving in and out of the 
Grand Central Station that should be filled 
to their capacity. A great many of our 
friends are already planning their vacations, 
and some will undoubtedly travel East. If 
we will but remember that our own com- 
pany is in position to carry them in comfort, 
and if we emphasize this fact to our friends, 
it will be to our mutual advantage, espe- 
cially at the present time. 

It gives us pleasure to announce that the 
essay by D. AI. Julian won third prize in 
the recent Safety drive. Mr. Julian's 10 
minute speech at the Safety rally took 
45 minutes. Mr. Julian is captain on the 
Safety Test Drive Team in the Robey Street 

The Accounting Department now has a 
safe margin in the Bowling League. Noth- 
ing more than could have been expected. 

Ruth Bercherd is again at the typewriter 
in the Freight Claim Department. Ruth 
received a letter from the "home town " and 
it was too sudden. 

Our Bowling League has an idea that it 
can pick a team that will outclasg anything 
in Baltimore offices. 

Clarence Rasmus, Claim Department,' 
has a Maxwell. He says it will go when he 
don't want it to and stops when it should 
be going. Recently he offered a young lady 
on the north side a ride. Clarence got to 
the appointed place, found the young lady 
waiting at the curb, but he could not stop. 
He told her that he would return. He came 
back in about 15 minutes, but Clarence had 
to apologize. He had rtm out of gas. 

Charles Johnson, chief clerk, Accounting 
and Freight Claim Department, was pretty 
badly used up after making his garden. He 
wonders whether anyone else ever felt that 

Joe said to Rose, "How do you propose?" 
Rose said to Joe, "I don't know." 

Joe said to Rose, " Do you like to take trips?" 
Rose said to Joe, "Let's go." 

"Charlie" Woods, Car Accountant's 
office, has resigned and is going to try 
summer resorting at Antioch Lake. He will 
be glad to see any of our crowd whenever they 
are in the neighborhood. 

Talking about star bowlers, Clarencs 
Seifert is some classy roller. Clarence can 
throw a hook that can circle the Lincoln 
Street roundhouse with great ease. "Jim- 
my" Smith and "Joe" Shaw have nothing 
on our Clarence when he gets started, for 
the can talk a 250 game better than anyone 
ever saw it rolled. He parts his hair in the 
middle, girls! AND wears a derby. 

Why does Miss Philbin applaud so vocif- 
erously when a certain young man on the 
Transportation Bowling Team makes a 

"V^ic" Hansen's baby boy now tosses the 
Victrola around before breakfast for exer- 

Yardmaster F. B. Carr, who has been on 
the sick Hst, is convalescing now at Hot 

Martin Schaub, tank foreman,. East 
Chicago, who has been -critically ill for some 
time with erysipelas, is improving and ex- 
pects to be back on the job soon. 

D. J. McCarthy, pensioned section fore- 
man, who has been in St. Anne's Hospital 
for some time, is slowly improving. 

The accompanying picture represents a 
part of the Agent's office force at East 


Misses Susan Whelan, Geneva Ohlstrom, 
Ruth Brown 

Chicago, Ind. They are, from left to right: 
Susan Whelan, cashier; Geneva Ohlstrom, 
stenographer, and Ruth Brown clerk. We 
don't know just who took this picture, 
but from all the pleasant smiles it must have 
been our congenial agent, Mr. Hickok. We 
are sorry to say that Ruth is not with us any 
longer, and we do miss her. Susan and 
Geneva are still on the job. 

Engineer Wordelman is rapidly recover- 
ing from his recent injury. 

Engineer Gaboriault is on the sick list. 

Yardmaster J. O. NefF has broken a 
record for the months of February and 
March, having worked through this time 
without being put on the sick list. 

N. T. Paarlberg, agent, Barr Yard, 
cleaned the spark plugs on his "speeder" 
and adjusted the carburetor and, by shov- 
ing it from Ashland Avenue to Halstead 
Street, managed to get speed enough to ride 
as far as Barnard's Seed House, where he 
puts it up for the night. 

Harvey Zimmer, operator, Harvey Junc- 
tion, has returned to duty after being on 
jury service for two weeks. He says from 
what he saw and learned in the courts of 
Cook County, he is through with women 
for life. 

Agent W. Weiss, Harvey, visited Barr 
Yard recently. All of the office force were 
pleased to make his acquaintance. 

Conductor Thomas Earner would like to 
find the man who "copped" his Spring over- 
coat from the Yardmaster's office at Barr. 
This coat has been worn by Mr. Earner for 
the last 20 years and he doesn't see how 
he can get along without it. 

F. K. Moses called at Barr Yard recently 
and what he left was — oh, so sweet! 

The graduating exercises of the Safety 
Supervisors' School, which has been con- 
ducted during the past year by the Chicago 
Safety Council, were held on the evening of 
March 29. 

Three hundred of the 650 students were 
awarded diplomas. We were represented by : 
Superintendent J. L. Nichols, Trainmaster 
F. S. DeVeny, and Chief Coach Yard Elec- 
trician W. E. Buckmaster, to whom diplo- 
mas were awarded for regular attendance. 

The school was attended mostly by Safety 
supervisors of fndustrial classes in the 
Chicago District. The interesting enter- 
tainment was given by the officers and em- 
ployes of the industries. 

Ohio Division 

Correspondent, A. E. Erich, Secretary 
to Superintendent 

Time Clerk O. G. Erich was surprised by 
Dr. Stork with another baby girl. Con- 

The territory of District Safety Agent 
W. O. AUison, has been extended to include 
the Charleston and Ohio River Divisions. 
Success go with him ! 

During March, the Ohio Division re- 
ceived on transfer at Thrifton, Ohio, an 
average of 35 cars of Ford automobiles and 
parts, per day. This business (as is the case 
with all business received by the Baltimore 
and Ohio) was handled promptly, because 
of which we confidently expect these ship- 
ments to increase. 

Miss Eva Eberle, stenographer, Superin- 
tendent's office, and Miss Edith Woodall, 
stenographer. Division Engineer's office, 
recently made a mysterious trip to Roxabel, 
Ohio, presumably to get eggs; however, 
"inside information" has tke egg part as a 
"blind." Also a few days later a basket of 
eggs were shipped to them, and not from 
Roxabel. These young ladies are very 
sure that no one knows just what they did 
on this trip, but they should remember 
that the proverbial "little bird" tells many 

We g.11 extend to Roundhouse Foreman 
and Mrs. Howard our sincerest sympathy 
in the loss of their only son, "Jack," age 
8 years, who, while on his way home 
from school on April i, playing tag with 
companions, was struck by an automobile. 
Hill skull was so badly fractured that he 
died the next morning without regaining 
consciousness. The body was taken to 
Washington, Ind., for interment. 

The following letter has been sent to all 
passenger conductors, by Trainmaster T. 
E. Banks: 
"All Passenger Conductors: 

"Courtesy shown to patrons of any rail- 
road by the employes is one of the best 
assets that can be had and with this in mind 
I am writing j'ou with a view of starting 
a campaign on the Ohio Division whereby 
passengers riding on our trains will be so 
pleased with the courtesy shown by our 
passenger train employes that their trip 
will be a pleasure, and the nice things that 
will be said as to the courtesy shown them 
will not only be a pleasure to the passengers 
but will be a pleasure to you as well. 

"Courtesy does not cost one penny and 
I feel sure that the benefit derived will be 
worth more than words can express. I 
would suggest to conductors that when 
taking up collections, they give the im- 
pression to the passengers with whom they 
deal that they are glad they are riding on 
our train. An expression such as 'I thank 
you' when accepting the ticket will go a 
long way toward making the passenger feel 
at home and the effect will be far reaching. 
Patrons receiving such courtesy will vm- 
doubtedly demand a return ticket reading 
'via the Baltimore and Ohio line.' 

"By the above I am not inferring in any 
way that our passenger employes are not 
courteous to the traveling public, but I 
desire that a special campaign be made on 
courtesy. As you all know, the Ohio 
Division has always ranked among the 
first in all campaigns that have ever been 
launched, and I trust that each of you will 
give your hearty cooperation and support 
for the benefit of the passenger service." 

Let's keep hammering at them. SAFE- 

The most important thing on the Railroad 
at this time, is the getting of more business, 
to help out during this depression. To this 
end, we should all bend our efforts. 

The first step toward making this possible 
is courtesy. Apply this to personal expe- 
rience. In making a purchase you are 
greeted by an employe, who has a frown and 
a "grouchy" manner; your inquiries are 
answered grumpily, no trouble is taken to 
explain' or show you the goods desired, and 
undoubtedly the purchase is not made or it 


Baltimore and Ohio Magazine, May, 1921 

is unsatisfactory. On the other hand, you 
enter another store; the employe comes to 
you with a friendly greeting and a smile: 
your questions are answered in detail, and 
everything possible is done to get the article 
you desire. To which store do you go back, 
when again desiring any article obtainable 
in either? 

This same principle applies on the Rail- 
road. If a patron asks you for information 
or assistance, and it is given in a courteous, 
pleasing and "call-again" manner, is it not 
likely that when it is again necessary for 
him to travel his first thought will be 
Baltimore and Ohio? 

To make others happy by being courteous, 
costs us nothing. As a matter of fact, it 
pays a big interest in that it makes us, as 
well as our associates, happier. 

O. J. Pfiester, agent, Leesburg, Ohio, re- 
cently took unto himself a wife. We all 
wish him happiness. 

John J. Clark, clerk to road foreman of 
engines, has been promoted to clerk in 
Trainmaster's office. Earl Schweitzer, Divi- 
sion Accountant's office, succeeds Mr. 
Clark. Best wishes to both ! 

Indiana Division 

Correspondent, H. S. Adams, Chief Clerk to 

The engagement of Miss Stella M. 
Laupus, clerk to road foreman of engines, 
was announced a few days ago at an interest- 
ing party at the home of her sister, Mrs. 
Charles Appel. The date has not been 
announced, but we believe she is to be 
another June bride. George T. Huffman is 
the lucky man in this case. He is employed 
in Division Accountant's office. Both are 
popular with their co-workers. We entend 
our congratulations and best wishes for 
their happiness. 

A pretty party was given a few nights 
ago at the home of Dr. and Mrs. A. G. 
Osterman, when they announced the en- 
gagement of their daughter Lillian to Mr. 
Patil G. Brunow, of Frankfort, Ind. Miss 
Osterman has been in the division offices 
for several years, and at present is employed 
as stenographer to chief clerk. The wedding 
will take place the latter part of May. 

Miss Osterman is well liked by her office 
■ associates, and all are very profuse in their 

Naturally the bride elects are very happy. 
It is rumored that there are other announce- 
ments to follow at an early date, but we 
are not privileged to mention names at 

Accounting Department Circus Side Show Attraction 

Ladies and Gentlemen — We have one of 
the most entertaining, most wonderful and 
spectacular side show attractions ever 
witnessed by anyone before in all the world. 
These people are beyond a doubt the best 
that money can hire. You will note from 
the large banners hanging before you, that 
there are eight great wonders housed under 
this big top. Starting at the left side we 
have : 


He will demonstrate to you the way to 
acquire rosy cheeks and the effects the}- 


A true rival to Paderewski. Mr. Jessup 
will give you a lo-minute concert of classi- 
cal and jazz music. 

This man is 30 years old; was born and 
raised on a farm in Indiana. He never had 
shoes on his feet and was never shaved until 
two years ago. Many times his father 
would hitch hinri to a plow and he would do 
the work of two horses. 

This young lady talks continually — never 
ceases. She has a laugh that makes all 
spectators gaze upon her in wonderment. 



Very popular and in great demand, but 
well worth the admission to entire show to 
hear him sing "Love Nest." 

This is one everybody will enjoy. He 
will give all the latest dance steps, and will 

Miss Stella M. Laupus 

Miss Lillian M. Osterman 

be glad to answer any questions pertaining 
to dancing. 


This young man has been on the operat- 
ing table 12 different times, and will take 
pleasure in showing you the marvelous 
achievements of modern surgery. 

Last, but not least, we offer this as the 
greatest of all eight. He will juggle for you, 
a pemii, for five minutes. After that time 
he invites anyone to the platform to com- 
pete with him in pencil juggling. Anv 
person surpassing him in this art, is offerea 
$25.00 and a year's contract with us. 

As the band starts playing, we open the 
doors and the show starts in five minutes. 
Get your tickets here. Let 'er go I 

Office of General Freight Agent, 
St. Lous, Mo. 

Correspondent, Francis Piglosky 

On invitation of the Cincinnati Bowling 
Team, the General Office team from St. 
Louis visited Cincinnati and, as usual, de- 
parted with "ALL" honors. 

We wish to compliment the Cincinnati 
team on the manner in which they enter- 
tained us at Cincinnati, and there is no 
doubt that if they had like ability in bowhng 
the final score would have been different. 

Well, all the ladies of the office are even 
now; each of them has a "white rock." 
Some of them "mean something" and some 
of them don't. What will be the next crav- 

East Dayton 

Correspondent, Edward Manni.x 

Have you said a good word to your 
friends who contemplate traveling this- 
summer, or to your merchants about ship- 
ping, etc., via the Baltimore and Ohio? 
Remember that just by scattering such seeds 
as these you become a booster and a business 
getter for our Road. Try it. 

J. H. Dixon, general night roundhouse 
foreman, who has been laid up for a short 
while with an injured foot, is convalescing 
nicely and will soon be back at the old stand. 

E. B. Phillians, temporary acting night 
foreman, has proved himself very adept in 
the game, possessing qualifications and 
characteristics that fit him most admirably 
for the position. 

"Bill" Barry, boilermaker, last shift, was 
transferred to the second shift recently. 
"Bill" understands the game of boilermaking 
and we are glad to have him with us. He 
says he can tell now when "Gene" Lowr\- 
goes to Springfield or how Walter Stiner is 
progressing as a detective. Hawkshaw has 
nothing on Walter, judging from the stunt 
he pulled off at Cincinnati recently. 

Our recently appointed Safety First and 
First Aid Committees are making a good 
start. These men are all valuable acquisi- 
tions to our present standing force. 

We are not getting enough Magazines^ 
here to enable us to give one to each em- 
ploye, and the large expenditure that the 
Company is making for so complete a pub- 
lication does not permit of an increase in 
our allotment at this time. When you have 
finished with your copy, therefore, if you do 
not wish to take it home to the missus and 
the children (have you been noticing the 
Children's Page?) please pass it on to some 
employe who has not had a copy. Thank 



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$ #;y till suit arrives. Then pay only the 

^yS§ smashed price and try suit on in your 

'^yi*-* home. Send it back if you don't think 

you've found the biRgeBtvalueoffered 

by any house today and we will 

return your money at once. 

Panama Beach 
2-Piece Suit 

Extra fine beach cloth in 
both striped and plain tan. 
Striped model ta tan with 
blue hair-line Btripe, Coat 
cut in latest style, arms 
strongly reinforced with 
taped scams stitched and 
wellfinishcd. Seeifyoucan 
I match this suit for less 
I than $7— yet our smashed 
price ia only- 

Look! You haven't seen an ove 
all bargain like this in 6 years 
Send no money now. Pay only on ar-i 
rival and then examine these overalls 
at your leisure. If youdon't say they 
as good a grade as you have bought 
double the slashed price, don't k^pp 
them. We will return yourmoney and 
the examination costs you nothing 


and Jumper 

Order now to get this price—' 
eood while stock lasts. 


C Each 


Delivered FREE 

Designed with 3 patch pockets, 
one breast pocket and two side 
pockets. Ivory buttons to match. 
Full cut trousers with reinforced 
seams, pocketing of heavy drill. 
Has belt loops, two side, two hip 
and one watch pocket. Cuffs at 
bottom. Sizes 34 to 44 inch chest 
measure; trousers in proportion. 
Give chest, wair^t and inseam mea- 
sure. Order striped pattern by 
No. CX1445. Pla!n tan by No. 
CX1447. I*rice guaran- 
teed lowest in the U. S, 

"^^^ Sensational! 

Better order two suits— one of each pattern— while this 
offer holds good. Send only post card or letter. Pay bar- 
gain price on arrival. We have paid delivery charges. 
Then examine the splendid material and careful tailoring 
and note the trim stylish lines. If not satisfied, return 
suit and we refund your money. Be sure to give measure- 
ments. Send today while cut price holds pood. 


Overall and jumper made from 
good quality genume indigo blue 
denim, full cut. Two swin^, two 
hip and a rule pocket. Riveted 
buttons. Durable suspenders. 
Overall siiies 30 to 44 inch waist 
measure, 80 to 36 inch inseam. 
Jacket sizSB 34 to 46 inch chest 
measure. Order overall by No* 
CX219; jumper by No. CX220. 
Also cornea in st I f el . Or^Jer over- 
all by No. CX222; jacket to 
match by No. CX223. 

f*B*^na^f This remarkable of- 
»*■€?<#«• fer will be snapped 
opby thousands. Better not delay. 
Send letterorpostal— nomoney- 
and pay only the bargain price 
99c each, for overall or jumper 
on arrival. We pay delivery 

charges. If these garments i 

are not better than those you have hour* 

$2.00 each, return them and yourm* r 

be refunded. No obligation— no risk— send today. 


JoBt Bee thiB claesy Panama and 3 ou'Il declare it to 

^-^jiKCffv^ be a positively unequalled 

^J^^^ : bargain. Send no money. 

Pay only on arrival. 

Examine and try 

on in your home. 

Return hat if not 

satisHed and yooT 

■money returned. 

$4 19 

W Yards Fine Sitf 1*1 ^^^^^^^S^^»^^*^ 
GMI^ 1^ stylish Panama Hat 


10 yards of splen- 
did gingham at an 
exceptional bargain 
price. And you send 
no money. Pay when 
goods arrive. Then 
examine it at your 
leisure. If not eatis- 
6ed for any reason, 
we will refund your 

Dent Send 
a Penny 

See nhat a bargaini 
Standard quality bluo 
and white check. 
Width about 27 inches. 
Just what you want 
for aprons, children's 

dresaes, boaae 

dresses, etc. Sold in 10-yard oieces only. 
Order by No. EX2202. 

HI aid t^ this saving quick. Thousands are waiting to 
"■•■'■«» snap up such a bargain. Just letter or post 
card brings it. When rroods arrive, pay only the smashed 
price, fl.rj for the 10 yards. Wo have paid delivery charges. 
Then (.'xriminc irinffhair. :»nd decide whether to keep or re- 
turn it and have' rnon'-y refunded. Send today. 

LEONARD.MORTON & CO. Dep!, 87E3 Chicago 

Work or Sport Shoe 

Most practical work or sport shoe 

fur men and a smashing bar* 

gain. Soft, durable ooze leather 

(mulcskin); ecout style. Strong 

leather soles, low, bro ad heels, 

widewidths. C^^k^^^^ 

zcs 6 to v^m 0«9 
^^^ arrival 



by No. 

' AX1809. 

Letter or r09t card brings these sturdy shoes. Pay only 
bargain price, $2.6y, on arrival. We pay delivery charges. 
Try them on. If not astonished at your saving, return 
fihoes and we refund your money. State size wanted. 




^^^^" arrival 


Delivered Free t'r.Z'fitttnT^uH Z'.i^ 

up brim. Crown trimmed with wide silk finished grosgraia 
ribbon, side ornamented with fold effect. Ribbon comes in 
Copenhagen blue, rose or green (state which you want). 
Order this stylish, durable hat by No. BX1837. 
Kent3i'§i3ii9c 'A chance you may never have again. 
■ - ■■ *i Order quick. Just mail postal or 

letter, Pay only S2.4S on arrival. We have paid delivery 
chary^es. If not positively amazed with the value, return 
bat ami we send money back by return mail. Send now. 


Men! We claim that this is the biggest Panama 
hat bargain offered in five years. Send for it— but 
keep your money until hat arrives— then pay only the 
smashe price, then examine it— try it on. Compare with 
anamas priced at S5.00 and $6.00. ThenifnotsatJBfied for 
any reason, return the hat and we'll refund your money. 

$,^■1^ ^ ■■ DeKveted FREEl 
^^^^B ^^^ '^fc Men's elegant white Pan- 
^^v^BB^^P ama handsome Broadway 
^^^r style. Snappy curled brim. 

_^^^^^— correct height; lustrous black ribbon 
^^■■■l band, splendid quality ewcct band. A 
^H^I^H lat you will be proud to wear. Blocks 
to any 8 ape you want. Good for several 
seasons. Order by No. CX815. Be sure to give size. 
U£k8Mrf You'll say that this fine Panama would be 
■■'*^* • cheapattwiceourprice.Remember just post 
card or letter brinR:s it on approval. Pay only J2.25 on 
arrival. We pay delivery charpes. If not even a finer 
quality than you expect, send hr.t baclcand bacUgoes your 
money— vou take no risk Order now. 

LEONARD-MORTON & CO. Dept. 0763 Chicago 


.^ On 

Wt^M Arrival 

Stunning style— very latest 

most classy model. Up- 

■ra of finest soft kid 

nislied leather. Soles, 

epleiidid grade li^ht 

weight flexible 


uban heels. 

Wide v.iJUis. 

2H to 8. 

sure to 

-. . . - . ^_^^^^^^^^^^_c«. sive size. 

Order brown by ' 

No. AX 1. 58. Order 


Delivered FREE'' 

Dont Send a Penny no money 

ww..wi w ■ wiBBBj p„,^ Just send U9 a 
letter or post card Pay bargain price. $2 48. on arrival. 
We prepay delivery charffea. Examine and try on in your 
home. If not equal to any S5 Oxford you ever saw, and just 
what you want, return them and we refund your money. 
tUfi\JU l^on't wait Send your order while this bar- 
"*'"■ Kain offer holds {rood Youdon't risk a cent 
because you decide for yourself after you tfet the shoes. 
Put your ordpr in first mail Order by Qumocr. Give size. 

LEONARD-MORTON & CO., Oepl. 87G3 Chicago 




2 Percale Coverall S 

Double value for your money. Two 
fine Percale Coverall Aprons for the one 
low price. A bargain you must not miss. 

Send IMo 
Money I 

Pay on arrival— then 
examine in your home 
See how smart and well 
made. If not entirely 
satisfactory, return 
them and we will 
refund your money 
Vestee front trimmed 
with buttons and tie 
edged withpipinpof con 
trasting colore, kimona 
sleeve, cuff trimmed, 
edged with piping. All 
around loose belt, Hrge 
patch pocket finibhcd 
with piping. Full sweep 
Comes in blue, lavender 
or pink checked. Sizes 
bust 34 to 46 inches 
OrderbyNo. BXS'^O 
Soldin setsof two only 


Don't Wait ^°1 

this. Just send postal 
or letter. Pay only $1 95 
on arrival forbothaprone 
We have paid delivery 
charges. If not delighted, 
return them and you are 
not out a cent — Order 
before all are sold. 


0«pt. 8763 Chlcaxo 


oOOof thesepractical Japanese Grass Rugs going 
at a tremendous sacrifice. Order yours now— no money. 
When rug arrives pay the slashed bargain price and put it 
■■■■■■^^ ■■ ■ '•'"^^^ "" your floor. It you 

don't think you are getting 
the best value ever offered in 
a rug of this kind, send it 
hick and we will return 
jour money. 


Grass Rug 


Delivered FREE 

Made of strong Japanese 
grass and cotton warp — ab- 
solutely seamless. Attractive 
conventionaldesign and bor- 
der. Size.6x0ft. Order Blue 
by No. E\2043 Order Nile Green by No. t:.\2044. 
Tfi^lfffC'Xff^rJ^ ^^'" ^&nt this amazingbargain. 
■ ff C#Macflff#Ud sw order guick. Just letter or 
post card- keep money till rug arnves. Wo pay delivery 
charges You pay only $3 19. and then examine rug care- 
fully. If not satisfied for any reason, return it and your 
money will be refunded. S^nd before stock is sold. 

LEONARD-MORTON & CO., Dept. 8763 Chicago 

Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine, June, iQ2i 

MSndiPenf Doiit JmlihHV DontSHiiliPiiiiir 

Men ! Price cut eaves you half ! 

See these pants at our risk. Send 
no money. Pay only when pants 
arrive. Examine and try on. Ii you 
don't think you're getting twice the 
value you could get elsewhere, return 
pant? and back goes your money. 

Worsted Pants 

for WORK or DRESS 
Cut Price $ 

Very substantial, 
closely worsted 

cloth, double sew^d 

throughout , Fall size 

side, hip and watch 

pockets; belt loope; 

neatly trimmed and finished, 

in dark gray striped pattern which 

goes well with any color coat. Sizes, 

30 to 42 inch wajpt measure; 30 to 34 

inch inseam. Order by No.CX735. 

Delivered FREE 

Don 't let this chance pass. Send 

^Dkk no money— just post card or 

^^ letter. Pay only the bargain 

frice, $1.69, on arrival. We have paid delivery charges, 
f not amazed with your saving, send them back and you 
are not out a cent. What sizo shall we send? 

LEONARD-MORTON & CO., DepL 87«3 Chicago 

3 PERCALES'! 68 


' 1 On 
^^" arrival 

finished. Cornea 

Here is your chance to save 
money on a handeome ekirt 
and to get a pretty waist free id 
tile bargain. Send no money Pay 
nettling until garmenta arrive— 
tlien only the bargain price of 
tbeskirt. Try on and examine ii 
your home, then if not satisfied 
Bend them back and we will 
refund your money. You would , 
be glad to pay our bargain ( 
price for this skirt alone, but 
if you send at once you get 
the waist FREE with it. 

Stylish Sicilian 





Delivei-ed FREE 

Good quality mohair— looks 
like silk. Gathered at waist- 
line with double shirring 
Widedetachable belt. Fancytnm- 
med pockets. Sizes, waist 22 to 40 
Lengths, 34 

Men! Here s your bargain in a great Work 
Shoe. No money now. Pay on arri»al. Examine and 
try on in your home. Then if not satisfied retoro shoes and 
we refund your money. 


splendidly made aerv* 
iceable shoe. Selected 
black wax veal leather 
tanned to be soft but 
tough for good 
wear. Blucher^. 
model with high i- 
toe. Two full 
eoles. Strong 
heels and iO' 


A most daring offer. All three aprons at this 
sensational price — but don't send one cent now. Post 
card or letter brings them. Pay only on arrival. Then 
examine them at your leisure. If 
" youdon'tthink the outfit worth $2.60 
,to 13.00, return 
1 them and we will 
ref und y our money. 


Send a 


Handsome, service* 
able aprons of Hno 
quality percale, 
cat in practical 
high bib effect. 
Wonderfully long 
wearing and ao 
amazing bargain St 
this special price. 


Newest style with arm* 
holes and shoulder straps 
trimmed with a braid edging. 
Cot extra full with very 
large sweep and finished in 
bacK with bow sash. Trim- 
, roed with two extra large 
patch pockets with braid edg- 
ing. Fomished in assorted plaid 
colors. Ordar by No. BX346. 

Big Saving! 

Send no money* iast letter or 
postal and pay only the barf?ain 
price, $1.68, on arrival. If not sat- 
isfied, return outfit and we refund 
ledium or small size. Order toflay. 

Work Shoe 


Guaranteed counters. Dirt proof bellows tongues. A 
shoe that will stand hard knocks and wetting— a wonder- 
ful shoe for all-round service. See if you can match it 
for less than $5.00— then decide whether to keep or return. 
_ _ Sizes, 6 to 11. Wide widths. Order by No. AX1817. 

r Qf r UflABAt Mnuil Hurry your order before stock is sold. Letter or 
■" U P r ■ValSl """• post card. No money until shoes arrive. Re- 
■ ■■■■■■ ■■iaaw» member, money back if not satisfied. Don't miss this bar- 
gain— you don't risk a penny. What size shall we send. 


Sold In 
Sets of 
3 only. 


Order by 
No. BX346 

money. Order large, 


1 White voile, handsomely em- 
broidered. Slip-ovtr model. 
With new style round scal- 
loped neck and sleeves of 
contrasting color. Sizes, 34 to 
46 bust. Remember, this waist 
costs you nothing. It comes to you 
• free with the skirt above, 
A UAUI Order at once while free 
y^nun waist oSer is on. B* 
\'«ure to give sizes wanted— 
'jM waist, hip, bust, lenKtti. Keep 
"•> f ■< ) I '4 your money until goods arrive. 
iVs /%. A Then pay only $2.98 for the 
j! '3.^ <>^akirt— nothing for the waist. 
yy^"^:. ,'••/. ^a^^ prepay delivery charges. 
?^ i 3^5 « Then if yoo don't want to keep 
J . AfjJ. ? them, return the garments 
\ %>)Ji \\ ' i .<■ •; 4 and back goes your money. 
-•■■■KwMbar] No risk— send today. 

LEONARD-MORTON & CO., Dept. 87C3 Chicago 

White Italian Chip 


Pav Only 

On Arrival 

Examine this smart 

summer hat and see if 

our price isn't only about 

half what you would 

expect to pay. We claim i 

the most amazing hat bar 

gain in the U. S. today. 

If you don't think so, 

send it back. Stunning J, 

model. Ridge crown ^ 

Silk finished grosgrain 

ribbon, long ends at side. Wide brim. Order whUe with 

black ribbon by No. BX1852. Rose ribbon by No. 

BX1853. Copenhagen blue ribbon by No. BXa854. 

Doni Send a Penny! 


Vonderful 3 Piece 

WhiteOutfit /^ 




Beat this wonderful 
bargain, if ^ou can! 
Three beautiful pieces: skirt, 
waist and petticoat; for less 
than you often pay for a skirt 
alone. And you send no 
money now. We willingly 
send them for you to judge. 
Pay only the bargain price 
for complete outfiton arrival. 
Then examine each piece— try 
them all on in your home. If 
yoa don't think you have 
saved at least half, return 
Pay only $2.25 when hat arrives. We prepay delivery goods; werefundyourmoney. 
charges. If not satisfied, return hat and we refund your Ik ■• I FfkFP 

money without argument or question. Send quick while llAllVfirfill Tlltt 
we can furnish this stunning model at this price. arwiswwswis ■ aaaaBa 


3 Fine Percale Shirts $ 

i adds 


ity Ramie linene, a 
splendid white material that makes i 
idea! wash skirt. The novel pockets t 
an attractive style touch, being trimmed ^ 
with pearl buttons. A button trimmed 
nnderbelt encircles the waist and is de- J 
tachable. Gathered full in back Sizta j 
22 to 40 inch waist measure; 34 to 42 
inch length. Comes in white only. 

Send for these three splendid shirts 
and see what a tremendous bargain 
they are. You get all three for the one 
email price. No money now. Pay 
elaahed price on arrival. Then examine 
them in your home. If not convinced 
that you are getting a positively un- 
equalled value, return them and we will 
refund your money at once. 

Dont Send a Penny 

These shirts are coat style, made of 
fine striped percale. 3 different patterns 
in the assortment. Note the E'>ench 
^ . _. ^ _ - ^— ^^^^^ caffs, fine pearl buttons and smart color 

Guaranteoa Fast Co/ors ^^^^combinations. Compare their looks with shirts 

fit twice our price— then decide. Sizes, 14 to 19 neck. Orderby No.CX401. Order }^ size smaller than collar you wear, 
O^l/Af Order while bargain offer is on. Just postal or letter brings the shirts. Pay only $2.95 on arrival for 
'^**"'*'« all three. We have paid delivery charges. If not satisfied for any reason whatever, return them 
and your money goes back. Quick action is the word now wbile this special bargain oSer holds good. 

White Embroidered Or- 
Delivered FREE gandy and Voile Waist' 


Excellent material throughout. Large collar daintily 
edged with val. lace, beautifully embroidered with white 
and blue raised design in front. Waist has two rows of 
hemstitching down front and finished with fine quality 
pearl buttons and buttonholes. Full length set-in sleevea 
with stylish turnover cuffs; elastic waistband. Sizes bust 
34 to 46 inches. 

White Sateen Petticoat f'^t?LZ'l^i'^^r'itfil^r 

its good wearing qualities; large flounce and four double 
rows tucking. Finished with elastic waistband and snap 
fastening. Color: White only. Lengths 34 to 40 inches. 
Order Complete 3-Piece Outfit by No. BX1046. 
Be sure to state waist and length of skirt, length of 
petticoat, and bust measure of waist« 

Doni Send a Penny f^^r^^L twl 

smashing bargain offer is on. Just send letteror postcard 
and when outfit arrives, pay only bargain price, $2.95. We 
have paid delivery charges. If not satisfied for any reasoQ 
at ail . return guods and we return your money. Act noW» 

Please mention our magazine when writing advertisers 


Baltimore and Ohio Magazine, June, IQ2I 

jC#>^and Comfoftable^ 

Plcnt> oi "yivc" — slip-loop back. K'^t's pcrfccf 
(rccdom o( motion and conforms to ever> move- 
' mcnt of the body. No strain on buttons or gar- 
menu. The stretch is always there. 


"A Full Year's Wear in 
Every Pair." They ouiwcar 
rwo pair of ordinary kind 
Thai's why it pays to buy 
rhcm. No rubber to rot. 
Phosphor Bron/e Springs give 
the stretch — they don't rust. 
Asti Your Dealer 
Or, sent direct on rectipr of pnce 
ind dealcr'i name IniiM on 
Nu-Wayi None Krnmne with- 
out our Guarantee label attached 
to buckle 

Ailrlun. Mich.. I . N. > 

Bread Upon the Waters 

"When I was a little child," the sergeant 
sweetly adtdressed his men at the end of an 
exhaustive hour of drill, "I had a set of 
wooden soldiers. There was a poor little 
boy in the neighborhood and after I had 
been to Sunday-school one day and listened 
to a stirring talk on the beauties of charity, 
I was softened enough to give them to him. 

"Then I wanted them back and cried, but 
my mother said, 'Don't cry, Bertie, some 
day you will get your wooden soldiers back.' 
. "And believe me, you lob-sided, mutton- 
headed, goofus-brained set of certified roll- 
ing pins, that day has come."- — American 
Legion Weekly. 

Melting Point 

We are telling the world, these days, all 
about Carbosota and Wood Preservation. 
The fact that the art is a comparatively 
new one apparently has emboldened some 
of its devotees to be somewhat emphatic in 
their public statements, to wit: 

Speaker (loudly): "I venture to assert 
there is not one man in this vast audience 
who has ever done a thing to prevent the 
destruction of our vast forests." 

Voice from "vast" audience (timidly): 
"I have shot woodpeckers." — Barrett Trail. 

The late Ambassador Walter Hines Page 
was formerly editor of The World's Work, 


For 10 Days Wear 

Like a REAL Diamond 

Rhich atyli- 

No. 1. .Solid Kold 
mounlinK. KlKht- 
i-l«w diniicn. Hat 
ivi.l.lii.nil AlrnoKt 
> (■.■rnt. ifi.:iT:.n. 
Iced Til^niti- Item. 

Ladii-H' DC-west 
mountinK. Huh a 
R<i.-Lmntecd (rc-im- 
ino Tifnitc- Kcin. 
utmost It c-arat. 


six.pronir tooth 
inountinK- Guar- 
anteed kc n uine 
Tifnitc! K.-ro. Sue 
almoHt a rarat- 

AM^Aa«fftB>f^«ff^Prlc«sr«duc«d. Sam«nowa>bttfor« 
Wruc;ri<UfI,H,„,, ,^„„ |||„ral, aasy larma. 

.Send atrip ..f paper litliiiit around nen.nd joint of finiter for 
riiiKMire. Wht-n rin(rarriv.-H. deposit $;t. SO wittip<>Htma.ster. 
Wear it 10 dnyn at r.ur expense. If anyone ean tell it from 
real diamond Hend it tjaek anil we will refund your duposit. 
If you buy, (lay balanee at f'.i UO per month until the apecial 
pn f $12 f>n l« paid. Write today. 

TheTifniteCo.,StlS.PIymouthCt., Ocpi. 17B5 Chicago 

and, like all editors, was obliged to refuse 
a great many stories. A lady once wrote 

"Sir — You sent back last week a story of 
mine. I know that you did not read the 
story, for as a test I had pasted together 
pages 1 8, 19 and 20, and the story came 

back with these pages still pasted; and so 
I know you are a fraud and turn down 
stories without reading same." 

'S.It. Page wrote back: 

"Madams — At breakfast, when I open 
an egg, I don't have to eat the whole egg 
to discover it is bad." — Writer's Monthlv. 


This picture shows one of our friends driv- 
ing an automobile. In the scenery antJ 
arounil the automobile are six partly hidden 
faces which It will be lots of fun for you to 
find. Can you find them? Try it. It will 
pay you. When you have found four of the 
faces, mark eath with a cross (X). cut out 
the advertisement and mail It to us and 
Inclose four ceijts in stamps for packing', 
postage, mailing, etc.. and a beautiful free 
surprise iiresent will be .eent you. You -B-ill 
dellRht in owning this present. 


We will also make you a present of a Cer- 
tificate good for L'.O'iO free auto votes 
and tell you all about this splendid touring 
car which we are going to give away free. 

MEX, WOMEN, BOYS ANI> GIKI.S — You can also win an automobile in addition to splen- 
did prizes, such as phonographs, jewelry, sil\erwate. bicycles, watches, cameras, and other 
things you like. We will also .«end you a copy of two great national publications worth ten 
cents. Write your name and address plainly, and inclose the four cents in stamps for packing, 
mailing, etc.. of the free surprise present. 

Auto Puzzle Dept. 261, W. D. Boyce Co., 500 N. Dearborn St., Chicago, 111. 

-^ '^g'— ^"B^^- 


Volume 9 

Baltimore, June, 1921 


Cover Design — The Cupola Tender — from life, at Mt. Clare 

H. R. Steffan 

Are B.^ltimore and Ohio Men Loyal? 

Twelve Hundred Carloads of Freight Reported Secured as Result of 

Veterans' and Other Employes' Solicitation 

Contrasts in Track Construction 

On Time - . . . Edgar White 

Impressions of the Glee Club Concert Cartoonist Robert L. Heiser 

Ever Hear of Excess Baggage on a Stock Train? 



Women's Department Editeti by Magaret Talbott Stevens 

Children's Page Aunt "Mary" 

Safety Roll of Honor .T" 

Pension Feature- 
.•\monR Our<;plvc - 

Published monthly at Baltimore, Maryland, by the Baltimore and Ohio Railroad 
to improve its service to the public and to promote a greater community of interest 
among its employes. Contributions are welcomed. Manuscripts and pho:ographs 
will be returned upon request 


Circulation of the Baltimore and Oh!o Magazine is over 36,000 copies per issue, 
our aim be'.ng to p'ace it in the hands and in the homes of practically all English 
speaking employes of the Railroad. An ejean'inafion of our advertising will show 
that it conforms to the h'ghest standards. We do not guarantee it, but we be- 
lieve that it means exact'y what it says, and for that reason feel free to urge our 
readers to patronize our advertisers whenever they consistently can 

Phase mnitioi! our magazine when ivrititig advertisers 

Baltimore and Ohio Magazine, June, ig2i 

"Our Big Family 's^' Playground 

Ideal Park, Endicott, N. Y., has every known form of outdoor 
amusement for young and old. Everybody Welcome — Everywhere. 




Railroad Man's Knife $1.00 

Easy Money |'^o°°58 

Introduction Offer— Full siz*-'! •=anip!.-oi tl, 

kriiii' \Mtli the eniblvm or design of thford«.r 

oi \\ bn h > ou are ;i iriembrr placed under 

tUt^ l.aiidle \^ili be mjiU-d vou for 

$1.00 and this advertis.-ment, 

For only 25 cents extra, 

your name and add 

will be shown un 

kniie. Size 

3^ i ncbcs 


monthly. Al! or spare time. 

Railroad employes, your spare time 

can be turned into dollar.s with a 

:tle effort. We Want a Sates 

Agent in Every Locality to introduce 

transparent handle pocket knives and razors. 

Under the handles can be placet! the emblems of any 

Railroad or Labor Organization. Secret Society or Fraternal 

Order. Also the member's full name and address on the other 

Blades, finest steel; handles, handsome as pearl, clear as class 

1 unbre.ikable. Every knife guaranteed to be perfect. Kvery railroad 

employe will want one as a mark of identification. We can also give permanent 

employment and exclusive control of territory to those who can give full time in 

king orders from the general public. If you are earning less than $1500.00 yearly, 

how you how to make more. 

NOVELTY CUTLERY COMPANY, 335 Bar St., Canton, Ohio 


Sand drawinc or model for examination mmt 
r*|»ort a* to patentability. 



•14 F Street, N. W. Waahinrton D. C 

".Shure, and that's aisy. When I get to 
the ga'tes of Heaven I'll open the door and 
shut the door, and open the door and shut 
the door, an' keepjon doing that till St. 
Peter gets impatient and says, 'For goodness 
sake, Mike, either comei,in^or stay out.'_" 
— Ax-I-Dent-Ax. 

They Couldn't Help It 

Two friends met in the Strand the morn- 
ing after an airplane raid. 

"Any damage done your way?" the first 

"Damage! Rather!" answered the other. 
"Father and mother were blown clean out 
of the window. The neighbors say it's the 
first time they've been seen to leave the 
house together in 17 years." — New York 

The native of New York had brought his 
Ozark cousin to see the sights. Together 
they gazed to the cloud-swept upper stories 
of the Woolworth building, mounted the 
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"Picnic in town?" he inquired. — Soulh- 
western Telephone News. 

Putting it Over St. Peter 

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"My son, how do you expect. to get into 

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Members Baltimore Stock Exchange 


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Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine, June, igzi 

Are Baltimore and Ohio Men Loyal? 

Extract from Testimony of Mr. Daniel Willard before the Senate 

Committee on Interstate Commerce, Washington, 

May 17, IQ2I 

Senator Cummins, Chairman of the Committee, 
inquired of Mr. Willard: There is a general 
feeling abroad, voiced by a good many people, that 
between the railway companies and the men there 
is bitter hostility, or a hostile sentiment, which 
prevents efficiency either upon the part of the 
railroad companies and their general officers or 
upon the part of the men themselves. I would like 
to have your view of that phase of the matter, 
although it is not very material to the immediate 
question that you are discussing. 

Mr. Willard: I will be very glad to give my 
views on that matter. Senator Cummins. Un- 
fortunately for two or three, or perhaps for five or 
six years, previous to Federal control, the railroads 
were not able in all instances, or at least in 
many instances, to pay their men wages that were 
fairly comparable with wages being paid, we will 
say, by the United States Steel Company and 
other concerns that we had to compete with for 
labor. That was due to the fact that during all 
that period prices were gradually going up, and 
wages in other lines of emplo5mient were going up 
because prices were going up. And there was a 
natural effort and desire on the part of railroad 
employes to have their wages increased also. 
The companies were compelled to resist that ten- 
dency as much as possible because the income of 
the carriers was fixed, they could not readily raise 
their seUing prices, their freight and passenger 
rates. The railroads tried to get an increase in 
1914, and it was granted in part, but generally 
their efforts to get higher rates were unavailing. 

Therefore, the railroads were forced in a way to 
hold their wages down, and that had undoubtedly 
resulted in some Uttle feeling growing up, but 
which was not evident so far as my personal 
experience went, in the character of the work done 
by the men. During the period of Federal con- 
trol, however, and I say this as my opinion as the 
•result of observation, it seemed to me that there 
was a strong desire in some directions, in con- 
nection with the Federal Administration, to make 
out of the Federal control a permanent condition 
of government ownership of railroads. In that 

connection it was pointed out, so we read in the 
papers, by distinguished officers in connection 
with the railroad administration, that the railroad 
employes were no longer working for their own 
railroad companies, but were working for the 
Government, and would not be permitted to be 
"kicked around" in the future as they had been in 
the past, implying that the railroad employes had 
been kicked around in the past. 

Such influences as that certainly did not make 
for harmonious relations between the companies 
and their employes. Then, unfortunately, at the 
end of Federal control the railroads were turned 
back to their owners with an unadjusted wage 
situation. The cost of living had continued to go 
up since the first wage increase made by the 
Director General of Railroads, and wages in other 
lines of industry had also gone up. The wages of 
railroad men had not gone up proportionately, and 
that imadjusted situation was inherited by the 
railroad companies — and naturally any discussion 
involving the wages of two million men, meaning 
the expenditure of hundreds of milUons of dollars, 
will bring out strong expressions and develop 
strong feelings on both sides. I rather suspect 
that there have been criticisms on the part of the 
management and on the part of the employes that 
simply reflected the feelings growing out of that 
situation and that were, perhaps, not wholly jus- 
tified. And that fact may have given rise, as it 
undoubtedly does, to the thought that there is a 
spirit of underlying enmity between railway man- 
agements and their employes. But I wish to say 
as definitely as I can that in my opinion that feel- 
ing is not justified by the facts; because, and I 
repeat the statement — 

I have never during my connection with the 
Baltimore and Ohio Railroad, and I speak of that 
railroad because I know more definitely about it; 
I have never seen during my connection with the 
property a time when the men seemed more loyal 
to the property and more anxious to do their work 
efficiently and weU than they are doing this very 
minute. So I do not beUeve there is any such 
feeling as stated and to which you referred, Mr. 


Baltimore and Ohio Magazine, June, ig2i 

Twelve Hundred Cars of Freight Reported 

Secured as Result of Veterans' and 

Other Employes' Solicitation 

Slight Increase in Commercial Car Loadings on System do not Permit of 

Any Let-up in Individual Campaign 

FAVOIL^BLE reports of the Vet- 
erans' and other employes' 
campaign in soHciting new 
freight and passenger business for the 
Railroad continue to come from all 
parts of the System. The official 
records, as tabtdated from th^ post- 
cards supplied the Veterans in report- 
ing business secured, showed that 
with the week ending June 4, 1194 
carloads of freight have been secured 
during the progress of the campaign. 
There have also been received quite 
a number of cards reporting sub- 
stantial passenger business. 

In the opinion of those in close 
touch with the campaign, however, 
the postcards represent only a fraction 
of the actual business which is com- 
ing to our lines as a result of this em- 
ploye solicitation. In many cases the 
cards have not been a^'ailable and the 
business has been secured and never 
reported. In other cases employe? 
have simply gone out and gotten the 
business and only mentioned the fact 
casually to their acquaintances on the 

At this date there is one phase of 
the campaign which is distinctly dis- 
appointing, namely the number of 
Veterans and employes reporting 
business secured with the week end- 
ing June 4, as compared with pre- 
vious weeks. For the week ending 
May 7, 29 Veterans and employes; 
May 14, 19; May 21, 27; May 28, 10; 
and the week ending June 4. 12 Vet- 
erans and employes, appeared on the 
list as having secured business indi- 
cated by return of postcards. 

This record is, of course, entirely 
inadequate as indicating the total 
number of employes securing business 
from week to week, but it seems that 
with almost ten thousand organized 
Veterans on the Railroad, the tabu- 
lated postcard results- should con- 
tinue to be larger for a long time to 
come. The probability is that many 
of the Veterans are not sending these 
cards in and it is hoped that from now 
on they will do this so that due credit 
may be given them. For reasons 
explained elsewhere on this page, the 
names of the Veterans and other em- 

ployes returning postcards and re- 
ceived since the lists were printed in 
the May issue, do not appear in this 
number of the Maga7ine. Eventually 
they will appear so that all employes 
may know of the splendid work of 
many of our old timers. 

Non-Competitive Business 

Quite a number of postcards have 
recently been received by Mr. Hart- 
zel], manager Commercial Develop- 
ment, indicatingsolicitation of business 
houses at non-competitive points. 
This shows the same fine spirit on the 
part of the employes responsible as 
does the solicitation of business at 
competitive points, but — in the words 
of the cartoonist, it doesn't mean 

Where the Baltimore and Ohio is 
the only road serving a community, 
the business there of necessity comes 
to our lines, and the effort expended 
on soliciting such business might 
very much better be used at other 
places, where other railroads have 
shipping facilities and where, espec- 
ially in this period of subnormal busi- 
ness, we need every dollar's worth of 
traffic that we can get. Keep after 
the shipper who thinks the other rail- 
road can give him the best ser\'ice. 
Ask him to meet the Baltimore and 
Ohio and its men and see what real 
service is. 

Methods Vary in Getting Business 

It is interesting to note in how 
many different ways business is being 
secured. Success comes not onlv to 


iiiiiniiiuciHinmiiicni uic*^ 


The strike of the book and job print- I 
ing and aUied trades throughout the i 
country for a 44-hour week, has | 
affected the Relief Department Press | 
at Mt. Clare, where this Magazine is | 
printed. This explains the curtailment | 
in the size of this issue and the omis- 1 
sion of many articles which contribu- | 
tors would naturally expect to appear, | 
especially in our regular departments, j 
such as the "Among Ourselves." | 
Omitted articles of sufficient interest | 
will appear in the July issue, which we | 
confidently expect to be of normal size. % 

RmR^]iiiiiiiiiiiir< niiiDiiiiiiiHiKC i>iiiiiOiiiiii<mitC ' limiiiiiHitr) uiiiooiMiiiiiiiC'i'iiiiiiiiiFONiim []Nif3miiii((^ 

the employes who take the time to go 
out and make an earnest and direct 
solicitation but also to that other 
employe who constantly has "an eye 
to business." 

A Demurrage Clerk at Lima 

One interesting illustration of this 
is contained in the following report 
from W. T. Cahill, traveling represen- 
tative. Transportation department, 
submitted through G. D. Brooke, 
superintendent Transportation, West- 
ern Lines: 

On April 20 a shipment of trucks was 
offered at Lima, Ohio, requiring a 40 foot 
end door box car. Two similar shipments of 
the preceding day had used up all available 
cars of this type and it looked as if the ship- 
ment would be lost to a competing line. 
Dennis Morrissej% demurrage and inter- 
change clerk, saw a westbound freight train 
pulling into an adjoining yard of a neighbor 
line, containing a 40 foot end door car, 
empty, bound for Chicago. He called the 
agent of the adjoining line by telephone and 
suggested that the Baltimore and Ohio would 
accept this car empty from his line, thereby 
saving the empty haul to Chicago and two 
or three days' per diem. The empty car 
was delivered and the shipment of trucks 
secured for the Baltimore and Ohio. 

This illustrates what can be done by wide- 
awake employes in securing business for our 
rails. Dennis Morrissey was employed as 
demurrage and interchange clerk at Erie 
Junction from August, 1917, to August, 
19 1 8, when he resigned to accept other em- 
ployment. He was re-employed in the same 
capacity on May i, 1920, and has been in 
the service since that date. 

A Yard Clerk at Newark, Ohio 

To suggest that in order to make this 
campaign a success the employe not 
only has to go after the business but 
stay with it until he gets it, we quote 
another interesting illustration re- 
ceived from C. C. Grimm, general 
yardmaster at Newark, Ohio: 

On April 21, a firm called Chief Yard 
Clerk C. R. MacNealy and requested a 40 
foot car to load to St. Louis, Mo. Mr. Mac- 
Nealy immediately got in touch with Yard- 
master C. A. Vamer who got proper length 
and route car and delivered it to firm. 

Baltimore and Ohio Magazine. June, IQ2I 

Three daj-s later, Mr. MacNealy received 
a 'phone message from firm that car was 
loaded and that they wished it delivered to 
competitive line as quickly as possible. Mr. 
MacNealy protested, since they had re- 
quested the car to load via Baltimore and 
Ohio, and we had spent approximately two 
hours yard engine time and three days per 
diem on car. He maintained that, if con- 
sistent, we should have the shipment. 

Not getting any satisfaction from the 
party on 'phone, he took uJd with Mr. Wil- 
son, chief clerk to division freight agent, 
who called on the firm and was advised that 
consignee had requested service via com- 
peting line indicated, but that they would 
immediately ask consignee to accept delivery 
via Baltimore and Ohio. 

As a result three additional cars have 
moved vna our line. Had not this clerk been 
on the job, the probabilities are that all four 
cars would have been lost to us. 

An Engineer at East St. Louis 

Locomotive Engineer George R. 
Wells, of East St. Louisjllinois divi- 
sion, has been after both freight and 
passenger business, as he reports in 
the following letter to his superinten- 
dent, C. G. Stevens: 

I am enclosing copy of letter received 
from Harry Elie, manager of the Schmitz & 
Shroder Clothing Co. in East St. Louis, in 
which he advises that he has a consignment 
of pants ordered from Cincinnati, which wil.l 
be sent over the Baltimore and Ohio. He 
also filled out six cards giving names and 
addresses of firms with which he deals and 
which he will request to patronize our Road 
when he orders from them. . 

I am also enclosing card filled out by 
George Nugent, vice-president of Campbell 
Reid Western Sales Stable Co. Another 
railroad had a special train for the East St. 
Louis crowd to go to Louisville to attend the 
Derby, but upon my soliciting Air. Nugent, 
who is a personal friend of mine; to go over 
the Baltimore and Ohio, eight of the men 
from the East St. Louis Horse and Mule 
Market made the trip over our Road as did 
Messrs. Williams, Jennings and Pabst, who 
are listed on enclosed card. All eleven of 
these men went on the Pullman both ways, 
which provided additional revenue for us. 
I am glad to advise that all of my friends 
report first class service. 

The Agent at Washington, Pa. 

President William C. Cox of the 
Pittsburgh Veterans, reports 15 car- 
loads of freight, most of it giving the 
Baltimore and Ohio a long haul, 
secured up to April 30 through the 
personal solicitation of H. B. Jeffries, 
freight agent at Washington, Pa 
This indicates particularly fine work 
on the part of Agent Jeffries, because 
it meant real able soliciting to see 
all these shippers and persuade them 
that the Baltimore and Ohio was the 
road for them to use. 

A Pipefitter at Cumberland 

General Manager Scheer, Eastern 
Lines, reports the following interest- 
ing solicitation by one of our em- 
ployes at Cumberland: 

Henry Bloss, pipefitter at Cumberland, 
through his efforts and acquaintance among 
members of the Plumbers' Association, 
which held a convention at Cumberland two 
weeks ago, succeeded in having 15 people 
attending the convention, who came to 
Cumberland another road from New 
York, return via the Baltimore and 
Ohio; one who came from Cincinnati via 
competing road and its connection, return 
via Baltimore and Ohio, and one from St. 
Paul who came by competing road return 
via Baltimore and Ohio. 

The Freight Agent at Hagerstown 

Serv'ice is constantly playing a big 
part in the securing of this business, 
an illustration to wit, reported by P. 
S. Bowman, freight agent at Hagers- 
town, being as follows: 

Herewith enclose letter we received from 
The Corona Orchard Company, of Hancock, 
Md., which is self-explanatory. Our prompt- 
ness in furnishing one iced refrigerator car, 

^|»iiiiiuri iiiSiiiiriiiiiJiaMi jujuitiiiiiNiaimiiiiiiiiaiiiimintiaiiiiiiiiiiiiOiJutiiiiiiiaLiiiuiiiiiiauiiiitriiiioiiiJiiiiiiiiauiiiiiiiucoiruiiiiiuioiiiiii 

secured se\-en carloads apples for western 
points from these people, and besides these 
seven cars we received three cars from J. 'SI. 
Guider and Company for our line. Mr. 
Caspar, of the Corona Orchard, was so much 
pleased with our service that he solicited the 
other party's business for our line. 

All ten cars were loaded on our competi- 
tor's tracks and were delivered us in switch- 
ing service. 

All of our boys here are boosters for the 
Baltimore and Ohio. 

Other employes who have shown 
especially commendable results in 
business-getting are : 

P. Colligan, agent, Allegheny, Pa., 
over 500 carloads. 

J. S. Montgomery, yard conduc- 
tor, Newark, Ohio; about 75 cars per 
month from one shipper. 

T. C. Smith, terminal trainmaster, 
Akron, Ohio; 75 carloads. 

S. H. Rhoads, agent, Warren, Ohio; 
20 carloads. 

F. H. Knox, agent. New Castle, Pa; 
17 carloads. 

J. L. Thoman, general yardmaster, 
De Forest Junction, Ohio; 12 car- 

Many Employes Helped Write this 
Splendid Letter 

From ail executive of one of the large mainifacturing concerns 
on our lines to the President of the Baltimore and Ohio 

Mr. Daniel Willard, President, May 10, 1921. 

Baltimore and Ohio Railroad Company, 
Baltimore, Md. 
Dear Sir: 

It is my understanding that recently you and your ofBcials have appealed 
to all employes of the Baltimore and Ohio Railroad to make a personal attempt 
to increase the business of the Baltimore and Ohio Railroad, not only freight but 
passenger business as well. 

I have been very much impressed with the manner in which your various 
employes in this territory have been giving their attention to this campaign. 
I have been stopped by men from all departments, who formerly showed little 
interest in increasing the business of the Baltimore and Ohio, as this was not in 
their line of duty. Yard clerks, claim clerks, billing clerks, in fact it is practically 
impossible to leave out any certain class of men in this territory who have not 
been bringing to my attention various reasons why our Company should increase 
your share of tonnage. 

To say the least, this is having an effect, not only with our company but other 
companies as well in this territory. It certainly leaves you in a happy frame of 
mind when a billing clerk gets after you for more business for his Company and 
you know this means increased work for him. I don't believe that there has ever 
been any campaign conducted by any railroad that has made such an impression 
on me as this personal campaign now being made. 

On account of our plants being located at quite a few different points, it is 
necessary for me to be constantly talking to some of your men on the long dis- 
tance 'phone and invariably before the conversation is completed, I have been 
asked not to forget the Baltimore and Ohio in a very liberal distribution of our 

I trust that the present spirit which is now being shown by the employes will 
be maintained and if it is, it will be one of the greatest assets that any railroad 
could have and I am confident that it will mean an enormous increased business, 
as the shipping public cannot help but patronize a line where the employes are 
taking a personal interest in the operation of their Company. 
Copy Yours very truly, etc. 

Baltimore and Ohio Magazine, June, iQ2i 

One of the most convincing proofs 
of the success of this campaign is the 
fact that so many of our officers 
have stated that it is not only of 
immediate help to the Railroad but 
that it is inculcating a spirit of team- 
work between Management and men 
which will be invaluable in the days 
to come. 

In addition to the several instances 
above reported of business secured by 
employes having been brought to the 
favorable attention of our officers, we 
have received letters from other offi- 
cers attesting the permanent value of 
the campaign. One- in partictdar is 
from D. F. Stevens, superintendent of 
the New Castle Division, who writes 
of his gratification and pride in the 
efforts to get business and their re- 
sults, on the part of employes jDf his 
division. Mr. Stevens also empha- 
sizes the fact that the campaign has 
not only produced a substantial in- 

crease in business but has also made 
■ the shippers who have been solicited 
feel that there is a fine spirit of team- 
work among all Baltimore and Ohio 
men which will count heavily for good 
sen-ice and satisfaction in the move- 
ment of freight and passengers. The 
result of such an impression among the 
business men of the communities 
touched by the Baltimore and Ohio is 
of incalculable benefit to the Road 
and all connected with it. 

We are glad to report the following 
substantial increase in commercial 
car loading: 

April — 192666 
May— 199594 

The first few days in June just 
about held their own with the same 
days in May. A wholehearted effort 
all along the line will be sure to result 
in increases before the close of the 

Just a Word From Statlonmaster Long Brings 
This Substantial Business 

SOIME of the business that has 
come to the Baltimore and Ohio 
during this campaign is remark- 
able for the ease for which it has been 
obtained. It has required only the 
knowledge that the Company needs 
a quick increase in traffic, the interest 
on the part of the employe to put him- 
self in line to help get it, and a word 

spoken at the right time. Such a 
case is the one related below, and we 
add our thanks to those of Superin- 
tendent Kruse. Stationmaster Long 
was certainly on the job and as a 
result the revenues of the Company 
will be increased by a number of 
hundreds of dollars. Note this in- 
teresting solicitation, viz: 

The Business Getter 

By Margaret Talbott Stevens 

Oh, the Railroad needed business and it called upon its men 
To boost along its service and to praise it now and then. 
And most of them were willing, and they told it far and near, 
That all prospective patrons might have a chance to hear. 
The trainmen and the agents through politeness advertised, 
While other folk tried boosting — some pleaded, some advised. 

But there were four employes whose stories we'd relate — 
How they advertised our service, how they helped to get the freight. 
The first was Idle Dreamer, who just sang a little song. 
Then Pro Crastinate, who hung around 'til business came along, 
Next came old Gloomy Pessimist, who said 'twould never pay- 
But the fourth was "Go-And-Get-'Em;" he got busy right away. 

Oh, the Railroad needed business, both in passenger and freight, 

"A foolish quest," said Pessimist, "we'll fail, as sure as fate." 

Then up spoke old Pro Crastinate, "Most any day will do, 

"I'll wait until tomorrow, then I'll say a word or two." 

And the Dreamer blew his bubbles, and he dreamed that he'd get rich- 

But "Go-And-Get-'Em" hustled 'round while these slept at the switch. 

And the Railroad got its business, but the man who turned the trick 

Was not old Gloomy Pessimist, such folly made him sick; 

And it was not Pro Crastinate-^he'd let the time slip by, 

And Idle Dreamer's visions bright went soaring to the sky; 

But the man who got the business was the one who never fails — 

For good old "Go-And-Get-'Em" is the man who "shines the rails." 


Xewark, Ohio, April 29, 192 1. 
Editor — 

Baltimore and Ohio Magazine, 
Baltimore, IMd. 
* Dear Sir — On April 9, the Lasses White 
Minstrel Company, 40 people, moved from 
Newark to Zanesville via our line. Station- 
master C. P. Long at Newark, in conversa- 
tion with the manager of this company, 
mentioned the fact that he saw no routing 
for the companjr beyond Zanesville and 
asked how thej^ were moving. The manager 
informed him there was no routing beyond 
Zanesville, as the company was breaking up 
at the latter point. Mr. Long immediately 
conveyed this irrormation to Division Pas- 
senger Agent B. E. White, with the result 
that Mr. White secured the movement of 
25 of these people and a baggage car from 
Zanesville to Columbus. In addition, he 
was able to ticket 17 of these people from 
Zanesville as follows: ' 

One to Oklahoma Citj', Okla., via St. Louis. 

One to Tulsa, Okla., via St. Louis. 

One to Paris, Texas, via St. Louis. 

One to Dallas, Texas, via St. Louis. 

One to Kansas City, Mo., via St. Louis. 

Six to St. Louis, Mo. 

One to Louisville, Ky. 

One to Newport News, Va., via Washing- 

One to Pittsburgh, Pa., via Washington. 

One to Hamilton, Ohio, via Cincinnati. 

One to New York, N. Y. 

One to Richmond, Va., via Washington. 

I have commended Stationmaster Long 
for his interest and prompt action in this 
matter. Cases of this kind are coming to 
my attention almost daily and indicate 
that employes on the Newark Division are 
alive to the situation and are doing some- 
thing substantial to secure additional busi- 
ness for the Baltimore and Ohio. 
Yours truly, 

(Signed) H. G. Kruse, 


Woman Shipper Glad One of 

Our Veterans Sectired Her 

Business from Competitor 

WC. COX, president of the 
Pittsburgh Veterans, sends 
in a business-getting card 
dated March 31, indicating that Mrs. 
George S. Heimbach, of Glenwood, 
Pa., shipped a carload of household 
goods to Wilkes-Barre, Pa., from 
Pittsburgh, giving us a part of the 
haul, instead of giving the business to 
one of our competitors, as she had in- 
tended. In sending in the card Mr. 
Cox stated that the Veterans of Pitts- 
burgh Division are on the job for more 
business and will soon begin to show 
good results. He also wrote: 

"The owner of the household goods 
wanted to give the shipment to a 
competitor, but I convinced her that 
we could handle it. so she consented 
to ship it via our Imes, the revenue 
being $92.75. The shipment left here 
on train No. 90 on March 3 1 and on 
April 3 was in Wilkes-Barre. The 
furniture was in her home the next 
day. In a letter to Mrs. Cox she 
thanked the Baltimore and Ohio Rail- 
road for the good movement and said 
that she would always speak a good 
word for our Road. " 

Baltimore and Ohio Magazine. June, IQ2I 

Contrasts in Track Construction 

To the lay reader the most interesting feature of the following descriptions of 
track laying in l8jo and 1921 on the Baltimore and Ohio, is the similarity of 
the general plan. The size and strength of materials have enormously increased, 
but it is remarkable to note how closely the specifications for today follow those of go 
years ago,— a tribute to the original builders of the Baltimore and Ohio, the pioneers 
whose work has been the pattern for all railroad construction following their time. 
The first article takes us hack to the earliest days on the railroad, the second gives 
the details of present-day construction, — and for all the interesting material and 
drawings we are indebted to cnir Maintenance of Way Department. 








The wood work will consist of 
cedar, locust, chestnut, mulberry, or 
oak sleepers, each from 7 to 8 feet in 
length, and from 5 to 10 inches in 
thickness, more or less; round, square 
or angular, which the contractor will 
lay, or cause to be laid, transversely 
of the road, at distances from each 
other of 4 feet from centre to centre. 

Of yellow pine, or other scantling 

string pieces, about 6 inches square, 
and from 12 to 40 feet in length, 
more or less. 

The single track will require two 
continuous parallel lines, of the latter 
laid lengthwise of the the road, 5 feet 
7}i inches apart, from out to out, or 
such other width as the engineer shall 
direct, resting in notches cut in the 
sleepers for' that purpose, and of 
wooden wedges or keys driven into 
the notches to secure the strings to 
the sleepers. The keys will be about 
12 inches long, 1)4 inches uniform 
vertical thickness, i}{ inches wide at 
the larger end, and taper off regularly 
to K of an inch at the smaller end. 

Two notches must be properly 
fomied in each sleeper, from 2^ to 
4 inches in depth each, not less than 

2 inches of the depth to be clear of 
sap, and of such width as to admit the 
String piece and key; that is to say, 
each notch shall be 73^ inches wide, 
measured in the direction of the 
length of the sleeper across the middle 
of the notch, and to be so formed, 
that whilst the outer side of the string 
piece fits throughout one side of the 
notch, the key before described shall 
at the same time fit throughout the 
other side of the notch. The two 
notches shall be five feet seven and 
three-foxirths inches apart, from out 
to out, unless otherwise directed b\- 
the engineers, and to be free from 
windings, so as to give a fair bearing 
to the strings. To accomodate the 
horse path, each sleeper in the middle 
part thereof between the notches, and 
for about 2^4 feet in length, is to be 
reduced in height by cutting or hew- 
ing it down to a depth that shall be 
within one inch of the level of the 
bottom of the notches, the under side 
of each sleeper throughout that part, 
at and near to each end, which is to 
rest on the broken stone hereinafter 
mentioned, must be hewn so as to 
give a fair bearing clear of sap, but 
not so as to leave the perpendicular 
thickness of the wood less than i>2 
inches in anv instance. 








BUILT IN 1828 


OFrrce oF Cbiff Engineer Motn^er'ance 
Bolfinr>orB. Md 


Baltimore and Ohio Magazine, June, iq2I 

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Office of Chief Engineer Mainrenance 
BalHmore, Md. 

Augush ZOtS 1920 

Generally this thickness must be 
nearly as great as the necessary 
depth of the notch, and the depth of 
the part clear of sap, will allow. The 
whole length of the sleeper on the 
under side, will, therefore, be hewn 
as aforesaid, with the exception of 
about 3^ feet in the middle part, 
which may be left undressed. 

The sleepers having been notched 
and dressed as aforesaid, or according 
to such other forms and dimensions 
as shall at any time be furnished to 
the contractor for his government 
therein, he will lay them 4 feet apart 
as before mentioned, and at right 
angles with, and transversely of, the 
road, and nearly coincident with the 
surface of the ground, but conform- 
able to the levels, surveys, and direc- 
tions to be given by the engineers, 
who will designate by marks and 
stakes, the position, horizontal and 
vertical, which shall go\-em the same 
— the contractor completing the cur- 
vature and level between the stakes, 
as required of him by the engiheers. 

Under each notch of each sleeper, 
the contractor will cause the earth to 
be excavated so as to admit, in the 
cavity thus formed, 1 14 cubic feet of 
broken stone, which he is to place 
therein as shall be approved by the 
sngineers, and in a proper and com- 

pact manner, 18 inches in length, 
transversely of the road, and length- 
wise of the sleeper, 12 inches in width 
crosswise of the sleeper, and 12 inches 
in depth. Provided that should rock, 
or other hard substance intervene, the 
depth will be lessened accordingly, in 
the discretion of the engineers. Each 
sleeper must be laid so as to rest 
firmly on two of these stone supports, 
and so that the central part of each 
notch shall, as nearly as may be, 
coincide, vertically, with the central 
part of the volume of the stone under- 
neath it, and on which it fairly bears. 
In case the engineers require it, 
gravel shall be substituted, in whole, 
or in part, for the said stone. 

The contractor shall make such 
disposition of the excavated earth 
above mentioned, as the engineer 
shall direct. Provided that in case he 
shall be required to remove it a greater 
distance than thirty feet, he shall be 
allowed such compensation therefor 
as the superintendent shall deem 
reasonable and just. 

The sleepers having been properly 
laid as aforesaid, the string pieces be- 
fore mentioned, will be correctly laid 
and fitted in the aforesaid notches of 
the sleepers, so as to form two paral- 
lel and continuous strings of the 
required level throughout the length 

of the road or section, and fastened 
dov\ai in the notches by a key, such 
as before mentioned, to be driven 
horizontally, and firmly, at the bot- 
tom of the inner side of each notch, 
but not so as to split or crack the 
sleeper, or to bruise the parts unneces- 
saril}'. The joinings of the ends of 
the scantlings to each other, must, in 
every case, be on a sleeper, the keys 
will be made by the contractor, of 
wood, found him by the company. 

Before the iron is laid, the upper 
surface of each line of 'string pieces 
will be made to present a fair and 
continuous even plane lengthwise of 
the road, and on straight lines and 
slight curvatures, they will be of 
corresponding levels across the track. 

The string pieces having been laid 
as aforesaid, the iron rails, or bars, 
being about 15 feet long, 2^ inches 
wide, and 5-8 an inch thick each, and 
which are to form the surface of the 
Rail-Road, on which the carriage 
wheels will be made to roll, are next 
to be laid by the contractor upon the 
said strings of wood, and at about ^ 
of an inch, more or less, from the 
inner edge of the same, as shall be 
directed, and so as to form a carriage 
track of proper cvuvature, and of 4 
feet g% inches width, between the 
iron rails, or of such other width at 


Baltimore and Ohio Magazine, June, IQ2I 

A Baltimore and Ohio Passenger Car in 1830 

What an Editor said of Train- 
riding in 1 83 1 

Mr. Gales, Editor of the National 
Intelligencer, wrote on October 31, 1831, 
giving an account of his journey between 
Baltimore and Ellicott's Mills on the 
Baltimore and Ohio Railroad : 

"We travelled in a large car drawn by 
one horse, carrying eight or ten persons. 

"In the distance between Baltimore 
and Ellicott's Mills the horse was changed 
once, going and coming. In going we 
did not accurately reckon time, but in 
returning, the whole distance of 13 miles 
was performed in 59 minutes — the limit 
to the speed being the capacity to the 
horse in trotting, rather than the labor 
he was asked to perform. The locomo- 
tive steam engine, in the train of which 
cars loaded with persons are occasionally 
drawn, as well as those loaded with ma- 
terials of commerce, is propelled at the 
same rate and might be propelled much 
more rapidly if it were desirable. But 
for our part we have no desire to be car- 
ried, by any mode of conveyance more 
rapidly than at the rate of 13 miles the 
hour. A much greater speed we are sat- 
isfied would be attended with considera- 
ble liability to accidents and with no 
little injury to the road. Even at that 
speed the greatest care and circumspec- 
tion are necessary, and we do not tliink 
that we should feel entirely safe, under 
any circumstances, in travelling on a 
railroad by night at anything like that 

"As a great highway of commerce the 
canal is beyond comparison. The canal 
is far superior to the railroad in refer- 
ence to economy, accommodation and 
general adaptation to the wants of the 

"It will require great care to guard 
against accidents. For ourselves, we 
met with no accident of any sort. One 
of the cows, which we overtook, cast a 
suspicious glance toward us as the car 
rapidly passed her, which filled us with 
a momentary alarm lest she should at- 
tempt to cross our path, but luckily, she 
took a direction from the road." 

"^ any place as shall be designated by 
the engineers ; small and thin iron 

plates shall be carefully and properly 
let into the wood immediately under 
the joinings of the iron rails, and the 
ends of each two adjoining rails shall 
each be fastened to the plate by a 
screw bolt and nut, or by a nail or 
spike, as the case may be. A small 
oblong hole to be made in the wood, 
and charred to receive the nut in like 
manner as the same was done on that 
part of the rail road already laid on 
the e'ity and first divisions of said 
road, and as shall be required by the 

The ends of the rails to be placed at 
such distance apart lengthwise of the 
road, not exceeding one-fourth of an 
inch, as the engineers shall require, to 
allow for expansion by change of 
temperature — the plates will each 
then be nailed to the wood, with two 
nails driven perpendicularly down on 
the top, and two horizontally into the 
side of the string piece. The iron rail 
will then be secured to its proper 
place, in other points of its length, by 

•i West Baltimore Cut, showing wooden railway and horse car as used in 1828 on the Baltimore and Ohio 

altimore and Ohio Magazine, June, IQ2I 


Standard Passenger Coach, 1921 

driving nine other nails, or spikes, 
into the wood through holes which 
have been made in the rail for that 
purpose. The driving of the nails, 
or spikes, shall be carefully performed, 
so as not to injure them unnecessarily,* 

nor to cause an uneven surface or 
derangement of the parts affected. 

The projecting edge, or corner of 
the string, shall then be neatly cut, 
or trimmed off, so as to permit the 
flanges of the carriage wheels which 

are to run upon the road, to pass in 
all places without being liable to 
touch the wood. 

The stone or gravel which are to be 
placed under the sleepers as afore- 
said, will be furnished bv the Corn- 

Main Line Track, Baltimore Division looking east toward Halethorpe from Vinegar Hill Bridge 


Baltimore and Ohio Magazine, June, iq2I 

pany, at its proper cost, by contract 
or otherwise, on the graduated sur- 
face of the road, in heaps convenient 
for use, or so that the quantity re- 
quired for each one hundred feet in 
length of road, shall be deposited 
within that distance. 

And the contractor shall fill the 
interstices between the particles of 
stone with sand or gravel, which he 
shall cause to be well rammed in, 
with the said stone, as shall be ap- 
proved by the engineer, and so as to 
prevent the lodgement of water, in 
the hole, or amongst the stone. This 
sand or gravel, shall be procured by 
the contractor, if found on the surface 
of the ground ^\'it•hin the distance of 
one hundred feet, otherwise it shall be 
delivered within that distance at the 
cost of the Company. The smaller 
particles of stone or gravel shall be 
made to occupy the two or three 
inch&s of depth next the sleeper, in 
order that it may be the more easih' 
adjusted to the proper level, and at 
the same time have a firm bed pre- 
viously settled wnth the rammer. No 
earth, clay, wood, or other improper 
substance will be admitted to be 
mixed in the mass of the said stone 
or gravel, or between the same and 
the sleeper. 

The contractor shall join his work 
at or near the ends of his section or 
contract, to the work of the adjoining 
section or contract, as the engineer 
shall require. 

The sleepers in the rough, of the 
dimensions stated, as nearly as may 
be, — the string pieces as they come 
from the saw mill, and the iron rails 
prepared ready for laying, vriW be 
delivered at the charge of the com- 
pany, upon the road, on some point, 
within the limits of the contract. 
The wood for the keys, and the plates, 
screw-bolts, spikes and nails, will be 
furnished by the company,'. The con- 
tractor shall cause the keys to be 
made from the ends of the scantlings, 
which may necessarily have to be cut 
off, so far as they may go. 

When turns-out or crossings shall 
be required, by the engineer, the con- 
tractor shall make them, as shall be 
directed, and shall be allowed, by the 
engineer, a proportionate compen- 
sation for the same. When sleepers 
are required to be used, which have 
been dressed: i« ^-hole, or in part, at 
the expense of the compan\', the com- 
pany will require a fair deduction for 
the same, to be ascertained by the 

The whole to be performed, as re- 
quired, and in a correct, substantial, 
and workmanlike manner, and with- 
out unnecessan,- waste of materials of 
any kind. The contractor to be paid 
in full by the company, when the con- 

tract shall beVompleted and approved 
by such person as the President and 
Directors may appoint to examine 
the same — but may receive payment 
in part from time to time as the work 
progresses, reserving one-fourth part 
of the amount which may be due, 
until the final approval of the work 
as aforesaid. 

Persons wishing to propose for lay- 
ing the rails, or those who may be 
engaged in superintending the work, 
will gain further information by ex- 
amining portions of similar rail way, 
already laid, on said road. 

Information in Connection 

With Building Standard 

Track, 1921 


UNDER this head will be in- 
cluded all clearing and grub- 
bing, ditching and draining, 
and all excavations and embank- 
ments required for the formation of 
the roadbed, or in an}' way connected 
with or incident to the construction 
of same. 

Ditches shall be dug and drainage 
provided within or without the limits 
of the Road as the engineer may direct. 

The roadbed will be graded from 
39 to 41 feet wide at subgrade in 
excavation for double track, and for 
single track from 22 to 28 feet. The 
width of embankments shall be as 
directed by the engineer, but in no 
case less than 33 feet wide at sub- 
grade for double track, and 16 to 22 
feet wide for single track, except 
where otherwise directed by the chief 
engineer, and shall in all cases con- 
form to such breadths, depths and 
slopes of cutting and filling as he may 
determine, and no excess excavation 
beyond the directed widths of depths 
will be allowed. 

The cuts and embankments shall 
be dressed and sloped in a thoroughly 
workmanlike manner, brought to the 
true subgrade and the drain ditches 
in cuts neatly and evenly finished, as 
the engineer may require, and the 
contractor shall not receive compen- 
sation for such dressing and finishing 
of the work, as the price paid for 
excavation shall cover this cost. 

All materials used in the formation 
of the roadbed will be measured in 
excavation and shall be distributed 
and deposited, either in embankment, 
or for increasing the widths of same, 
spoil banks or elsewhere, in the man- 
ner or in such places as the engineer 
may direct. No material will be 
wasted over the sides of excavations, 
unless so directed, but in no case is it 
to be wasted on the high or upper 

side, where it is liable to be washed 
down into the exca\-ations. 

Where surface ditches are required, 
the nearest edge of the ditch shall be 
not less than 10 feet from top of 
slope in excavation or toe of slope in 

All stone or rock excavated and 
deposited will be considered as prop- 
erty of the Company, and the con- 
tractor will be responsible for its safe 
keeping until remo\'ed by said Com- 
pany, or until the work is finished. 
_ Sufficient fences for the preser\-a- 
tion of growing crops, live stock and 
other property, shall be provided and 
maintained by the contractor, at his 

Materials shall be distributed and 
disposed of as directed by the en- 

It is distinctly understood between 
the parties hereto that the prices 
hereinafter agreed upon for excava- 
tion, will include all hauling and 
transporting of such excavated mate- 
rials and depositing same in such 
manner and in such places as the 
engineer may direct. 

The contractor is expected to make 
such personal examination of the 
work to be performed as will enable 
him to make such bids for excavation 
and other work as will cover the cost 
of haiiling the materials and the dis- 
position of same. 


All rails shall be of first quality 
open hearth steel. They shall be of 
such section and specifications as sub- 
mitted by the Railroad Company as 
a part of the purchase contracts. The 
Engineer of Tests is responsible for the 
inspection of all rails at the time of 
rolling, and he will see that the rails 
are submitted to the tests and analy- 
ses fully outlined in the specifications. 

Track Fastenings 

Splice bars shall be of heat-treated, 
oil-quenched steel and shall otherwise 
conform to specifications No. 295-B. 

Track bolts shall be of high tensile 
steel with hot pressed nuts. They 
shall conform to specifications No. 

Tie plates shall be of steel and con- 
form to specifications No. 374-A. 

Track spikes shall be of steel and 
conform to specifications No. 59-B. 

Anticreepers or rail anchors shall 
be of an approved design and speci- 

Stone Ballast 

The stone shall be hard, durable 
and of a quality acceptable to the 
engineer. It shall break in angular 
pieces when crushed and be thor- 
oughly- screened of all dust, dirt and 
other foreign matter. 

Baltimore and Ohio Magazine, June, iQ2i 


The maximum size of the crushed 
stone shall pass through a screen hav- 
ing holes not to exceed three inches 
in diameter. The minimum size shall 
not pass through a screen haying 
holes one inch in diameter for lime- 
stone and one-half inch for trap rock. 
Cross Ties 

Ties from the following kinds of 
wood will be accepted : 

Ash, beech, birch, catalpa, cedar, 
cherry, chestnut, elm, cypress, fir, 
gum, hackberry, hemlock, hickory, 
larch, locust, maple, mulberry, oak, 
pine, redwood, sassafras, spruce, syca- 
more and walnut. Others will not be 
accepted unless specially ordered. 

Quality. — All ties shall be free froi» 
any defects that may impair their 
strength or durability as crossties, 
such as decay, splits, shakes, or large 
or numerous holes or knots. 

Ties from needle-leaved trees shall 
be of compact wood, with not less 
than one-thiid simimerwood when 
averaging five or more i-ings of annual 
growth per inch, or with not less than 
one-half summer wood in fewer rings, 
measured along any radius from the 
pith to the top of the tie. Ties of 
coarse wood, with fewer rings or less 
summerwood, will be accepted when 
specially ordered. 

Ties from needle-leaved trees for 
use without preservative treatment 
shall not have sapwood more than 
two inches wide on the top of the tie 
between 20" and 40" from zhe middle, 
and will be designated as "heart" ties. 
Those with more sapwood will be 
designated as "sap ties." 

Manufacture. — Ties ought to be 
made from trees which have been 
felled not longer than one month. 

All ties shall be straight, well manu- 
factured, cut square at the ends, have 
bottom and top parallel, and have 
bark entirely removed. 

Dimensions. — All ties shall .be 8' 
6" long and 7"x9" in section. 

All ties shall measure as above 
throughout both sections between 20" 
and 40" from the middle of the tie. 

These above are minimum dimen- 
sions. Ties over one inch more in 
thickness, over three inches more in 
width, or over two inches more in 
length will be degraded or rejected. 
The top of the tie is the plane farthest 
from the pith of the tree, whether 
01 not the pith is present in the tie. 

Construction of Track 

In unloading rails from cars they 
shall be skidded or otherwise care- 
fully lowered to avoid injury. When- 
' ever it is necessary to drop them, 
both ends must be dropped together 
and the greatest care taken to avoid 
their falling on hard and uneven 

In laying rail, standard expansion 
shims shall be used. The temperature 
of the rail shall be taken by placing 
the thermometer on the rail. 

Ties must be handled with tie tongs 
and not with picks. 

Rails must be laid 4' 8>^" gauge in 
straight track and on cuta'cs up to 
and including five degrees; 4' 8^" 
on curves over five degrees and up 
to and including ten degrees; and 
4' 9" on cur\'-es over ten degiees. 
On tangent the rails will be cross 
levelled, that is, both rails shall 
have the same elevation. On curves 
the difterence in elevation of the rails 
shall be made to correspond to the 
degree of curve. The outer rail shall 
be given the superelevation specified 
for curves of various degrees. 

The rail shall be laid so that the 
joints will be staggered, that is, a 
joint on one rail shall be opposite the 
center of other rail. 

The rails shall be laid without 
bumping and laid rail by rail. 

All ties must be fully tie plated. 
The tie plates will be given an even 
bearing on the tie. The rail shall be 
spiked to the ties in the following 
manner : 

All spikes must be driven vertically 
with the face in contact with the base 
of the rail. They should not be 
straightened while bemg driven. On 
tangents and light curves the rail 
must be full spiked (two spikes per 
tie per rail) and the spikes staggered 
so that the outside spikes shall be on 
the same side of the tie and the inside 
spikes on the opposite side. On 
heavy cur\^es three spikes per tie per 
rail will be used — two spikes to be 
placed on the inside of each rail. 
Where only two spikes per tie per rail 
are used the outside spikes shall be 
placed ahead in the direction of traffic 
on double track and on single track, 
the outside spike must be placed 
ahead in the direction of rail creeping. 

Ties shall be placed 18 to each 33- 
foot rail. The largest and best ties 
must be selected for use at the joints. 
Intermediate ties must be uniformly 
spaced. Ties must be placed with the 
heart side down. 

All ties must be placed in track 
square to the line of rail. On double 
track the ends must be lined on the 
outside ; on single track the ends must 
be lined on south side, except on 
curves, where they must be lined on 
the high side. The ends of the ties 
on the line side must be 21 inches 
from the web of the rail. 

The track shall be ballasted with 
crushed stone. Ballast will be placed 
to a "depth of 12 inches under the 
ties. The cribs between the rails will 
be filled to a level even with the tops 
of the ties. At the ends of the ties the 
ballast shall be 1^2" below the tops 
of the ties. The berm shall slope off 
evenly for a distance of 5' yK^" from 
gauge side of the rails. On double 
track the space between the inside 
rails must be filled to the level of the 
tops of the ties. 

The ballast under the ties must be 
tamped from the ends to a point 18 
inches inside the rail, the remainder 
being filled in and lightly tamped. 
All ties must be tamped to a \miform 
bearing and for the full width under 
the ties. 

A sufficient ntimber of anticreepers 
shall be used to prevent rail creeping. 
Where anticreepers are used both 
rails must be anchored to the same 
tie to prevent the latter from sluing. 

The tracks will be put in good line 
and surface and must be satisfactory 
to the Railroad Company's engineer 
assigned to the work. It is under- 
stood the track will be given a work- 
manlike finish. 

All surplus material will be as- 
sembled at designated points. The 
right-of-way will be left in a neat and 
orderly condition. 





Baliimore and Ohio Magazine, June, 1921 

"On Time" 

By Edgar White 

WORD leaked out of the Kan- 
sas City underworld one win- 
try afternoon that Barney 
Branisette, train and bank robber, 
notorious motor bandit and danger- 
ous gunman, was going to take the 
night train to St. Louis; that he 
would meet some pals there and plan 
another big raid in the South. The 
gang had cleaned up pretty well in 
the Fall, but money bums in such 
hands as those, and the campaign for 
fresh sinews of war is always on. 

A strong force of plain clothes men 
kept vigil at the Union Station, scan- 
ning every face, watching intently for 
anything like a suspicious move by 
any in the hurrying throngs. 

As the information did not state 
which road the bandit would take, an 
emissary of the law was assigned to 
each train to cross the state that 

"Bring in Barney dead or alive," 
was the terse command from detec- 
tive headquarters. 

The snow flurries became fiercer as 
the night came on. The wind bit 
with keen intensity. It foreshadowed 
a night of anxiety for men whose busi- 
ness it was to run trains. 

Ben Heame, the young assistant 
superintendent of the Burlington, 
was in his office at Brookfield Station, 
keeping tab on every train out in his 
territory. Word had just come to the 
dispatcher that the St. Louis Limited 
was losing time on the Kansas City 
Division because of engine trouble, 
but was plugging along as best it 
could. From Cameron Junction came 
a special message to the assistant 
superintendent stating that there 
were three southern railroad officials 
on the Limited, and that it was a 
matter of extreme importance for 
them to reach St. Louis in time to 
make connection with the Lone Star 
Express, scheduled to leave at 8 a. m. 

The children of adversity travel in 
droves. An hour before the Limited 
reached the Brookfield Division the 
office at the roundhouse called up 
with the information that Dan Ma- 
gruder, of the relay engine to be put on 
at Brookfield, had broken his right 
arm in falling off a rotten plank into 
a pit; Dan said he was willing to try 
to make the run with his left arm, but 
he was suffering intensely. 

Ben Heame sat with his arms 
spread out on the desk before him, 
chewing an unlighted cigar. He 
might have called up the general 
superintendent and put the situation 
up to him, but it wasn't his way to 

dodge anything unloaded on his 
shoulders. There had been an un- 
usual call for enginemen on the lines 
of the west division all through the 
day, and there wasn't any available 
man in the shops. Hearne could run 
an engine himself, but not for a sus- 
tained dash over a division of 175 
miles. There was the two miles of 
curv-ed track around the big hills at 
New Wales — 

Ah! Old Dave Jenkins — "Cap 
Jinks, " they called him, pusher engi- 
neer — 73 years old, white-haired, but 
a man of men — taken off the Limited 
years ago over his vehement protest — 
never any fault but his years — would 

Heame grabbed the telephone. 
After calling up the house and station 
the operator at New Wales located 
Cap Jinks at Joe Heaton's grocery, 
where he was playing a championship 
game of checkers with Jerry Murphy, 
the blacksmith. On such occasions 
Joe, in deference to the feelings of his 
customers, kept late hours. 

" Can you take the Limited into St. 
Louis tonight?" asked Hearne over 
the telephone. 

Cap Jinks' old eyes glowed. 

"You ought to be ashamed to ask 
me such a question, Ben Hearne," 
the old man retorted. 

"It's nearly two hours to the bad, " 
explained Heame. 

"What engine will you put on at 

"1908 — superheater — and Jack 
Cowan will fire for you. " 

"I'm on," returned the veteran. 
Then to the boys at the checker 
board: "Fellows, leave the men just 
as they are till I get back, and I'll 
show Jerry who's the checker boss of 
this man's town," and out he strode 
to his little cottage by the railroad 
track to get his clothes ready for the 
night's strenuous job. 

In the smoking car a large-bodied 
traveler wearing a black cap and a 
rusty coat was curled up asleep. A 
few feet behind him was a slight man 
with clear-cut features and keen gray 
eyes — the Sherlock Holmes of this 
story, Carl Stamper by name. And 
he was shadowing the man he had 
spotted as Barney Branisette, outlaw, 
whom he had warrant to shoot on 
sight if he made the least move. 
Stamper's hand rested on the auto- 
matic in his right pocket. He was a 
man who never took chances. Any 
minute the bandit might start, 

glance around and the battle would be 
on. Stamper knew the breed he was 
dealing with. 

At the Brookfield Division three 
men hurried out of a Pullman, made 
some inquiries and then walked 
briskly to the forward part of the 
train. The big black relay engine, its 
great shining eye piercing through the 
snow flurries, and bathing the A-ards 
ahead in a silvery glow, was panting 
heavih/, like a great horse, snarling to 
be unleashed. One of the men waved 
his hand at Heame, who was han- 
dling the machine. The assistant 
superintendent climbed down to the 
ground so he could hear above the 
hissing steam, 

"We're three railroad officers," 
explained one of the men, a large, ag- 
gressive individual, with a fighting 
jaw, "and it's important that we 
catch the Lone Star Express at St. 
Louis in the morning. We lost time on 
the west end — if you fellows could — " 

The man tendered a roll of bills. 
Heame waved them aside. 

"We'll do the best we can," he 
said; "I'm going to run the engine 20 
miles down the line, where we'll take 
on a man who knows the job better. 
rU be in to see you after we get be- 
3^ond New Wales. " 

The signal was given and the long 
train started on its night journey 
against time. The track was slippery 
with the falling snow, and sparks 
flashed from the drivers as they 
slipped on some of the hills. The run 
to New Wales was made in 30 min- 
utes. Cap Jinks, bundled up like 
Santa Claus, was on the little depot 
platform, surrounded by his com- 
rades of the checker board. His 
bright old eyes were glowing behind 
the big goggles he wore. 

Heame smiled. He knew what 
those goggles meant. 

"Now take her, Cap, and do the 
best you can," he said; "we're late 
and St. Louis is a long wa3^s off. " 

The old man climbed up into the 
gangway. When on duty he was not 
given to much speech. Quickly he 
surv^ej'ed the intricate mechanism 
about the gigantic boiler, which ex- 
tended quite through the cab, and 
his practiced eye noticed something 
new — the index on the indicator limit- 
ing the speed to 50 miles — a recent 
rule of the motive power department. 

"Huh ! " he sniffed contemptuously. 

"So long, Cap," said Heame, 
starting back. 

"S'long, Ben. " 

The conductor waved his lantern. 
The old man gently grasped the long, 
slender lever, the six big drivers took 
hold, and the train was moving. 
Further out came the lever, and 
fiercer the blasts from the short stack 

Baltimore and Ohio Magazine, June, iq2I 


far ahead on the big black boiler. 
The old man climbed up on the seat, 
his wTinkled face, rigidly ahead on the 
two silvery strands that glowed across 
the rock ballast. 

Faster and faster came the blasts 
until they blended into one continu- 
ous roar. The engine leaped ahead 
like a horse running away with its 
rider. The big bronzed-armed fire- 
man grasped the chain and swinging 
open the furnace door tossed great 
scoopfuls of black food into the white- 
hot maw. As the door opened a 
broad glare of red swept out into the 
night like a conflagration. 

Rising out of the gloom, lika 
ghostly sentinels, highway posts 
brought a warning scream from the 
bronze throat in front of the cab. 
Tiny stations, their lights glowing like 
a star down the line to show someone 
there was keeping vigil, rushed to- 

ward the train, and sank into the 
darkness behind. Without slackening 
speed the long train careened around 
the hills, roared over tall viaducts and 
swept across the prairie like a meteor. 

The Limited was making up time. 

Ben Heame made his way back 
into the Pullman car where the 
southern railroad officials had a com- 
partment to themselves. As the 
superintendent entered the large man 
arose and introduced himself and his 

"We are scheduled to attend a big 
meeting of railroad men and citizens 
at Dallas, Thursday night," he said, 
"and if we miss the Express in the 
morning the jig's up." 

"The weather is against us," de- 
clared Heame, "but we got a good 
cld-timer ahead, and if anybody can 
do it he can. We're doing better than 
60 miles right now, and when he hits 


"^■i'«rrr ' *»«--••• 7:*tt 

' The end of the run" 

the straight road by the river he'll let 
down the bars. " 

"No danger of being laid out by 
other trains?" inquired one of the 

"Nothing but a wreck will stop 
us, " smiled Heame. 

Showers of sparks rattled against 
the ventilators. There was a gentle 
tinkle of the fancy work about the 
ceiling lights. The wheels hummed 
softly and the motion was as smooth 
as if running on velvet. 

"He's breaking the speed limit all 
right," said Heame, as he noted the 
men looking at their watches. "If 
nothing goes wrong we'll be in at 


"And we'll sure be under lasting 
obligations to you and your engine- 
man, " declared the big man; "this 
thing means a lot to us." 

Heame glanced at the travelers. 
All of them were well-dressed, alert, 
active looking men and he felt that no 
ordinary occasion confronted them. 
They didn't appear to be the sort of 
men to get worked up over small 

The train stopped at Macon Junc- 
tion, where it was to detour on the 
new cut-oft'. Ten minutes was the 
normal stop there, but it lengthened 
out to fifteen. Then Hearne arose to 
go out and find what the matter was, 
when the conductor came hurr}-ing 

"Fireman slipped off the tender 
while adjusting the water crane," he 
said in some excitement, "leg sprained 
badl}'; what '11 we do?" 

Hearne went forward to the smoker 
and rapidly scanned the men there. 
The big fellow in the cap struck him 
as about what he wanted. Shoe 
shook him. 

"Hello," said Heame. 

"What's up?" inquired the man 

"Fireman hurt; you're a strapping 
big fellow — how'd $25 suit you to fire 
the engine into St. Louis?" 

The man got up and stretched 

"Lead me to it, " he said. 

The detective heard all this, and as 
the two men hurried down the aisle, 
he signaled to Heame. 

"Come back when you're through." 

Heame nodded. 

In the cab the injured fireman was 
sitting on his box seat, a soldier put 
out of business. 

"Jack," said Heame, "I've brought 
you a sub — if you give him a few 
pointers till he gets the hang of the 
thing I'll come back and help you to 
a berth in the sleeper. " 

When Heame returned to the 
smoker Detective Stamper said: 


Baltimore and Ohio Magazine, June, igzi 

"That man is Barney Branisette, 
the bandit. " 

It Hearne whistled. Stamper went 
on : "There was a tip came into head- 
quarters in the afternoon that he was 
going to St. Louis tonight, and, not 
knowing which road he'd take, a man 
was assigned to the Wabash, the C. 
& A. and the Buriington. It hap- 
pened he took this train." 

"Certain about your man?" asked 

"There's just one point I'm a Httle 
in doubt about," returned the detec- 
tive; "when he got on the train I was 
some distance away and didn't get a 
square look at his lower jaw. There's 
a curious scar on it — like a little star 
that turns red at times." 

Hearne started. 

"How many men were in that 
Colorado bank robbery?" he asked. 

"Several, but we haven't a direct 
line on anybody but Barney Brani- 
sette. He was the brains of the out- 
fit. If we get him we'll be near the 
others. It's said he's hiking out for 
Old Mexico." 

• "Well, he seemed to take to the 
job in the head-end all right," said 
Hearne thoughtfully; "as we ap- 
proach the city you can go forward 
and get him before he leaves the 
engine, if you want. " 

Hearne went back into the Pullman 
and rejoined the railroad officials. 

"Fireman had an accident at Ma- 
con," he said, "and I had to pick up 
a sub from the smoker— a big, husky 
fellow, who seemed glad to get the 

"Friend," smiled the big man of the 
group," you've had some problems to 
work out tonight." 

"Yes," returned Hearne, "and I'm 
not through with them yet. The 
snow's falling thicker." 

The assistant superintendent sat in 
the compartment quietly conversing 
with the officials until the loco- 
motive's shrill blast announced the 
approach toward old Monroe, where 
a brief stop would be made. Hearne 
excused himself and went forward. 
When the train stopped he wrote a 
message and handed it to the operator, 
who looked up with startled eyes. 
Hearne held up a warning finger. 

"Stay with that, Harry, until j'ou 
get word it has been delivered. " 

"Yes, sir." 

Out of old Monroe the train rvished 
across the lowlands, and as it ap- 
proached the ri\-er there was a shade 
of gray in the east. The searchlight 
revealed myriads of "diamonds" fall- 
ing on the land where in the long ago 
Daniel Boone stalked bear and elk, 
and where his trusty flintlock ended 
the career of many a bad red man. 
Cap Jinks was now "burning up the 

trail" where the noted pioneer's moc- 
casined feet had trod th^ir sturdy 

In the gray dawn the Limited took 
the long curve, and swung out on the 
river tangent — tall, rocky bluffs jut- 
ting over the track on the west, the 
mighty mile-wide current on the east. 
The line here was straight and solid as 
a rock pier. Cap Jinks, a born sports- 
man, smiled grimly as he nodded to 
the new stoker, who seemed to take 
handily to his job. That smile said: 

"Here's where we try out old tqo8." 

Back in the Pullman three anxious 
men, watch in hand, counted the mile 
posts as they shot by in less than a 
minute and figured — sixty-two, sixty- 
five, s-e-v-e-n-t-y — s-e-v-e-n-t-y-f-i-v-e 
— s-i-x — s-e-v-e-n— e-i-g-h-t — 

"By the Lord Harry!" cried the 
big man; "he's making 80 miles an 
hour with 10 coaches ! " 

"My money's on the old pusher 
engineer," remarked a companion; 
"our friend, the young superinten- 
dent, knew how to pick his man. " 

" If he doesn't land us in the river, " 
remarked the third man, a little 

"Better the river than to miss con- 
nections, " returned the large man 

The Limited took the large bridge 
over the Missouri River at a main- 
tained speed of 65 miles, and then 
swept across the bottom between the 
rivers. It was now a straight run to 
the city, level as a bam door, and Cap 
Jinks turned the "old girl " loose. By 
the clock he noted with grim satis- 
faction that his work had turned back 
the dial until he had gathered in 
nearly every moment of the time lost 
on the west end. 

The snow was still falling gently, 
but it had made no drifts and the big 
drivers were responding accurately 
to every movement of the steam 

There were many grade crossings as 
the city approached and 1908's warn- 
ing snarls were almost continuous. 

There was a black pall ahead — the 
pall that always hung over the city in 
the early morning hours. To the east 
a thick mist denoted the river. The 
Limited began clanging over switches, 
roaring by long lines of freight cars, 
and suburban industries. A blast fur- 
nace shot its red glares against the 
leaden sky. Men stood in boiler-room 
doorways as the speeding train swept 
by, and wondered why the engineman 
took 5^ch a hazard over streets and 

The automatic bell clanged weirdly 
in the morning gloom. Policemen 
jotted notes in their books to report 
the flagrant violation of the ordi- 
nance. The driver of the heavilv 

laden truck that missed annihilation 
by a few inches shook his fist at the 
train, and said things unprintable. 

Great warehouses loomed up and 
as the Limited took the canyons be- 
tween them the echoes flung back 

When it seemed the train was about 
to plunge into the heart of the city, it 
began a gradual ascent and was on 
the elevated skirting the river front. 
Below motors and wagons surged 
over the granite pavements. Big 
brick buildings, of a color no one 
could tell, lined the western side like 
fortress walls — once alive with busi- 
ness, now tenantless — ghosts of the 
steamboat days. 

The elevated passed, the Limited 
dropped down to a maze of tracks, 
dotted with red, white and green 
lights, and broad searchlights sweep- 
ing through the gloom as in maneuvers 
by a battle fleet. 

Ben Hearne was standing in an 
open vestibule between the smoker 
and the forward chair car. The con- 
ductor came to him 

"Those railroad men in the rear 
Pullman, " he said, "want me to open 
the vestibule so they can get out 
before we back into the station ; they 
say they can save time in reaching the 
Lone Star Express from this side. 
Guess they're right about it." 

Hearne was peering intently across 
the tracks. Suddenly he spied to- 
ward the yard end of the sheds a small 
group of men. When he got up a 
little closer he held up his hand, and a 
man in the group responded. 

"Yes," said Hearne, "let them 
out. " 

The train moved slowly to a desig- 
nated point, stopped and then began 
backing rapidly into the station. 

When the air shrilled off the brakes 
the clock in the midway indicated 


The Limited was exactly on time. 

Detective Stamper came walking 
up from the engine, having in charge 
a man in handcuffs — the substitute 

"Came across all right, Hearne," 
exulted the detective, "didn't try any 
gun play. " 

"Just wait here a minute, Stamper," 
Hearne requested. 

A small crowd of men were coming 
up from the yards. With them were 
the three "railroad officials, " in irons. 
They stopped on reaching Heame 
and his two companions. Hearne 
spoke in a low tone to the detective. 

"Look at that big man's jaw." 

As Stamper did so, he started. 

"By George ! That's Barney Brani- 
sette as sure as death!" 

The big man grinned. 

"Don't vou know me, Carl?" he 

Baltimore and Ohio Magazine, June, ig2i 


asked. "I know you well enough. 
I'd shake hands, only — " 

He held up the irons. 

The chief of the arresting posse 
said to Heame r 

"These are the men all right — 
Branisette, Dinky Murrell and Texas 
Bob. If you had been late we were 
going to take the eight o'clock train 
for Chicago — the old man had a tip 
they were there, and he told us if you 
didn't get in on time to pass up — he 
thought the Chicago tip was best!" 

Cap Jinks came waddling up. He 
knew nothing of train robbers or the 
drama in which he had played such an 
important part. The thing that was 
on his mind was for the good of the 

"Ben," he said, "this boy here" — 
indicating Stamper's prisoner — "is a 
gilt-edged steam producer — you ought 
to give him a job. " 

"Puts me in mind I owe him 
$25," said Heame, as he pulled out 
his pocketbook and handed the man 
some bills. "By the way, friend, 
where were you going?" 

" I was going to Brookfield to get a 
job firing but fell asleep and they took 
me by," said the man; "that's my 
business — I been working on the 
Milwaukee. " 

"All right, my boy," said Heame; 

"we got a job for you. Turn him 
loose. Stamper; that man's no crook. " 

^ :f: :{: 3|c :{e :^ 

When he got his St. Louis Star the 
next morning, and saw the amazing 
headlines on the first page, Joe Hea- 
ton summoned all the checker hounds 
to his grocery, and as they assembled 
about the old barrel-heater, he read 
the big story to them: 

"Complete Roundup of the Barney 
Branisette Gang — -Chief O'Hara's 
Men Mob 'Em in Union Station 
Yards as they were Heading for Lone 
Star Express — Were Posing as South- 
em Railway Officials — But for Won- 
derful Night Run by David Jenkins, 
Veteran Pusher Engineer, Officers 
Would Have Missed Them and Gone 
to Chicago on Hunt. — Star-shaped 
Scar Gave Clue to Assistant Super- 
intendent Heame. " 

Then followed a thrilling story of 
the night run, the clever disguise of 
the crooks, and how Ben Heame, after 
his talk with Detective Stamper, be- 
came satisfied his "railroad officials" 
were the men wanted, and foreseeing 
the}- would get off in the yards instead 
of risking themselves on the midway, 
had notified the St. Louis force where 
to await the fugitives, who were head- 
ing for old Mexico with suitcases full 
of loot. 

When he reported the next night 
at Joe Heaton's grocery. Cap Jinks 
took up the checker game where he 
had left off and beat Jerry Murphy 
so badly that he had three "kings" 
and two common "soldiers " left when 
Jerry was cleaned up. 

Now a Property Owner — ^not 
a Renter 

Newark, Ohio, February 17, 192 1. 
Mr. W. J. Dudley, Superintendent, 
Relief Department, 
Baltimore, Md. 

Dear Sir — We received the papers 
in full and were glad to receive the 
mortgage and other papers. 

We wish to thank you, and also the 
Baltimore and Ohio Savings Feature, 
for granting us the loan and also for 
the easy method of pajrment. 

If it had not been for the easy way 
of paying, probably we would be 
renters today instead of having the 
great privilege of being property 
owners. Again thanking you and 
the Baltimore and Ohio, we are. 

Yours trulv, 
(Signed)MR. and Mrs. T. M. Tyrell, 
R. 8, Newark, Ohio. 

(Mr. Tyrell is employed as a car- 
penter. Motive Power Department, 
Newark, Ohio.) 

HAND rviE A 


LIZZIE some' 




Because of the remuneration received from the large number of concerts that the Glee Club gave for outside organizations during the past season, they were able 

to make their Seventh Annual Concert on the night oflMay 23, a complimentary affair, and to have as their guests about 1000 of the officers and employes of the 

railroad and other friends. ,"J. O. L." the.well known arts critic of the Baltimore '■ Evening Sun," said in part in his review of the concert, "there is probably 

no more admirable chorus of men's voices in Baltimore than this one." 


Ever Hear of Excess Baggage on a 
Stock Train? 

Fifty Calves Born En Route from the Northwest 
Become Orphans at Baltimore 

SEVERAL weeks ago the Balti- 
more and Ohio contracted with 
J. C. Benson, traffic manager of 
the American Dairy Cattle Company, 
to bring about 750 milch cows from 
Chicago to Baltimore for export. 
Nature would have its way, however, 
and as a result the number of the 
genus bovinus which arrived in Bal- 
timore had been increased by about 
50 when the run from the Northwest 
was completed. Huddled together at 
Claremont, Baltimore, in a pen 
especially set apart for their use, was 
this addition to the cooperative 

family of cows traveling over the 
Baltimore and Ohio; a stubborn, 
bleating, bawling and troublesome lot 
of orphans, but who were handled 
with special consideration by the em- 
ployes at the stock yards and sent 
down to Locust Point for export along 
with their mothers and other relatives. 
This shipment is of special interest 
to Baltimore and Ohio men and to 
those interested in the development 
of the port of Baltimore, because it 

Baltimore and Ohio Magazine, June, ig2i 

marks the first big shipment of cattle 
from the port of Baltimore overseas 
since the World War. 

The mUch cows comprised in this 
shipment were given by farmers in 
the Dakotas, Minnesota and other 
States in the Northwest, under the 
auspices of the American Dairy 
Cattle Company for shipment abroad 
and for placing on the devastated 
milk farms of Europe. Farm boys 
from the Northwest accompanied 
them to Baltimore and sailed on the 
steamship "West Arrow" to see that 
they were properly taken care of and 
distributed on the other side as 

Mr. Benson had these cows assem- 
bled at Trippe, South Dakota, and 
other points and from there they 
were brought to Calumet Park, 
Chicago, and turned over to the 
Baltimore and Ohio at Indiana Har- 

Upper left: A pen of cows being loaded into stock car from Union Stock Yards at Claremont, Baltimore, en route for export loading at Locust Point. The 
pens at the stock yards are so arranged as to enable cars in train to be spotted so that doors are opposite entrances to pens. It takes an incredibly short time 
for trained employes to load cattle on these cars. Upper centre : A part of the excess baggage accumulated during this interesting movement. About 50 calves 
were born on the stock train between the Northwest and Baltimore. Upper right: Urging Bossie to begin her steep descent into the hold of the boat. Lower 
.left: What space on deck not given over to pens on the West Arrow was taken up by bales of sweet smelling hay. There was no lack of provender provided 
for the cows, yet with them, as with people on an ocean voyage, we suppose that eating waited on appetite. Lower centre: Fore feet on the boat and hind feet 
on terra firma— a glimpse of the gangway built across Pier 9 at Locust Point from the dfoor of the stock car to the deck of the West Arrow. Lower right: No 
lack of fresh air and sunshine for these chosen members on the manifest, quartered in their commodious stalls on the hurricane deck. 

Baltimore and Ohio Magazine, June, iq2I 



In the center, front row, wearing glasses, is C. W. Pledge, agent. Stock Yards, 42 years' service; on his right W. A. Waltmeyer, chief clerk, 44 years' service; 

on left of Mr. Pledge is George Habighurst, superintendent of Stock Yards 

bor. Accompanying the train of 
3 5 cars of cattle were also 2 5 carloads 
of feed, some used on the trip East 
and some placed for loading at Locust 
Point on the "West Arrow." The 
report of our general live stock agent, 
R. A. Ebe, in regard to this move- 
ment is as brief as it is satisfactory, 
and reads as follows : 

"April 13, 1921. 

"Thirty-five cars milch cows from 
the West for export on steamer 
'West Arrow' via Baltimore, were 
fed and rested at Calumet Park, Ind. 
They were delivered to the Baltimore 
and Ohio Railroad at Indiana Harbor 
at 4.45 p. m., Saturday, April 2, and 
arrived at Connellsville, Pa., i.oo p. 
m., April 3. They were fed, rested 
and reloaded at Connellsville at 7.30 
p. m., April 3, and arrived at the 
Claremont Stock Yards at 8.16 a. m., 
April 4, which was very good service. 
Part of the animals were sent aboard 
the 'West Arrow' on April 12 and 
the balance on April 13, and em- 
barked from Baltimore that day." 

It is interesting also to note that 
not a cow of the 750 turned over to 
the Baltimore and Ohio at Indiana 
Harbor died while being handled by 
our employes. This is an extremely 
good record when .one considers the 
hazard attending the loading of the 
cows into the stock cars, their un- 
loading for feeding, etc. The regu- 
lations governing the handling of 
cattle prescribe that the cows must 
be fed and watered at least once 
every 28 hours unless the shipper 
extends this time limit to 36 hours. 

The necessity for dispatch in han- 
dling of live stock is apparent at the 
office of C. W. Pledge, live stock 
agent at Claremont. He has a special 
wire there and is kept in constant 
touch with aU cattle trains, which 
move as Q. D. freight. Copies of all 
messages relative to the movement of 
cattle are sent to the operating vice- 
president, general superintendent of 
transportation and general live stock 
agent, keeping all transportation 
factors fully informed so that such 
movements can be made without 
unnecessary interruption or delay. 

The accompanying pictures give 
various views in connection with the 
handling of this special trainload of 
cows in Baltimore. After the loading 
order had been given to Mr. Pledge 
at Claremont, the cows were loaded 
into the stock cars awaiting them in 
an incredibly short time, and with- 
in an hour or so were waiting at Pier 
9, Locust Point, ready for the steam- 
ship people to receive them. The 
decks and hold of the "West Arrow" 
looked like a miniature stock yard, 
substantial pens having been con- 
structed in every available place. 
The pictures also suggest the large 
quantities of hay which were taken 
on board as feed for the cows. 

Traffic Manager Benson was un- 
usually pleased with the service 
which was given him by the Balti- 
more and Ohio. He used a number 
of railroads in bringing the cattle into 
Chicago and said that the service of 
the Baltimore and Ohio was superior 
in all respects. He attributed this 

largely to the interest which the 
various officials and employes con- 
nected with the shipment took in it, 
and spoke particularly of the help 
given him by Mr. Ebe, Mr. Pledge, 
J. W. Melone, division freight agent, 
Chicago, and E. L. McWilliams, 
chief 'clerk to freight traffic manager 
at Chicago. 

When seen on the "West Arrow" 
while the loading, of the cattle was in 
progress, Mr. Benson said: 

"I owe much of the success of this 
shipment to the employes and officers 
of the Baltimore and Ohio. The job 
had to be done quickly, and I might 
have had these cows shipped East in 
smaller lots, hence more slowly and 
at greater expense. By directing the 
movements from the various places 
in the Northwest to the Baltimore 
and Ohio transfer at Indiana Harbor, 
we handled the whole lot of cattle 
in a single movement from there 

"I have been a traffic man myself 
for about 15 years and I could not 
figure any more ideal export point 
than Baltimore, with the service pro- 
vided by your Railroad for export at 
that point. 

"Boston, Newport News, Norfolk 
were suggested, but knowing Balti- 
more and some of you men, I decided 
on your line and my whole experience 
has proved my decision a wise one. 

"There will be another similar 
shipment bound for Europe shortly 
and you may depend on it that the 
Baltimore and Ohio will get the 


Baltimore and Ohio Magazine, June, ig2i 

Baltimore and Ohio Magazine 

Robert M. Van Sant, Editor 

Margaret Talbott Stevens, Associate Editor 

Office, Mt. Royal Station, Baltimore, Md. 

Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 

Hello! Hello! 

You remember the old days — not the good, old days — 
when you took the receiver off the telephone and the 
operator said: "Hello!" and yoit said: "Hello!" and 
then, after these tiresome and perfectly unnecessary 
preliminaries, the pair of you got down to business and 
you told her the number you wanted? 

The speed and efficiency of the telephone business in 
this country have relegated such proceedure to the 
galleries of antiquity. Operators in up-to-date ex- 
changes now greet us with "Number, please." Our own 
telephone operators are complying very generally with 
the new method of giving numbers as outlined in circulars 
issued by our Telegraph Department. Among those 
who have occasion to use the telephone on the Railroad, 
however, there are still a few antiquarians who persist in 
the use of the antiquated "Hello!" 

In many ways the telephone contact which we have 
with our business associates on the Railroad and with 
our customers outside of the Railroad, is the most 
important contact which we have with them. When a 
business man uses the telephone it is but fair to assume 
that he wants quick and satisfactory action. He ex- 
pects the person at the other end of the wire to observe 
up-to-date convention. On the Railroad this conven- 
tion is to give the name of your department and your 
own name as the bell rings and you take the receiver 
off. He then expects a pleasant voice to answer his 
questions and, in fact, the same kind of service straight 
through the transaction that he looks for when he 
approaches a ticket window on the Baltimore and Ohio 
and pays our Railroad the compliment of becoming its 
customer and using its service. 

An up-to-date and successful business house in Balti- 
more has capitalized the tremendous value of A-i tele- 
phone service in this way: They employ as their ex- 
change operator a young lady who has made a big 
reputation for herself as an efficient, courteous and 
attentive business woman. They have capitalized her 
value to their business by advertising "Call up the voice 
with a smile. Telephone St. Paul ." 

If a concern can afford to advertise — as it can — the 
courtesy of its exchange operator as a great business 
asset, think what a tremendous asset courtesy over the 
telephone means to an organization like the Baltimore 
and Ohio Railroad, with literally thousands of telephones 
and tens of thousands of telephone communications 
daily between its employes and its customers. 

When I call a number on the Railroad and a voice at 
thp other end says "Hello," I begin to think things 
about him and his department, for neither one of them 
is following the Baltimore and Ohio way and in that 

degree, at least, the^ are out of step with the Company's 
policy and practice. From such an individual I don't 
expect much in the way of quick and accurate informa- 
ticm. I may get it, but chances are that if he is lax in 
this particular he is lax in the many other little qualities 
that go to make up a first-class business man. 

On the other hand, when I call a number and the voice 
at the other end says: "Up-to-date department. On- 
the-job, speaking," I am quite willing to believe him 
and I look forward to getting courteous information, 
promptly given. 

The return which we can get from our service to our 
custorners can be greatly increased by an increase in 
the spirit of courtesy which we exhibit over the telephone. 
It is an important thing, important enough for depart- 
ment heads to look into and try to make loo per cent. 
Neither an antediluvian nor a chronic grouch can be 
expected to be called "the man with a smile," either 
over the telephone or in any other situation. And by 
the same reckoning neither has a place in positions on 
this Railroad in which he is obliged to have business 
dealings — personally, by telephone, or by letter — with 
his fellow clerks or our customers on the outside. 

It has been well said that the man with the smile 
wins. In telephoning, it is the voice with the smile 
which wins. 

The Antiquarian Joke smith 

The think tanks of the jokesmiths must be running 
dry. Comes one Frazier Hunt in Collier's Weekly of 
April 2. In his travelogue, the story of "Lightning 
Carter, Salesman," written in the vernacular and called 
"Lightning Flashes Around the World," he says: 

"So here I am on this fast buzzer with one of 

those yellow tickets that gives you a top bureau 

drawer to toss around in. Speaking of sleepers, 

I just met with a bird all decorated up with a black 

lamp. Not wanting to be personal, I asked him 

what it was. 

" 'It's a birthmark,' he said back at me. 

" 'Too bad,' I said. 

" 'Yes, I got it on the B. & O. Pullman last week,' 

he said." 

When Lightning handed that hoary pun to the 
author, he really didn't live up to his name. That bolt 
was shot decades ago and is as ancient as the vaude- 
villians of that day and their custom of telling all their 
transportation troubles to the audience, often at the 
expense of the Baltimore and Ohio. 

To such humorists we suggest a careful perusal of 
"Puck" and "Judge" of that period so that they may 
recognize these ancient wheezes when they meet them. 
Better still, we cordially invite them to ride the Balti- 
more and Ohio of 192 1 and note how utterly inap- 
propriate it is to visit upon us ther eputed imperfections 
of our railroad forefathers. 

To see, among other things, how over $200,000,000 
has been spent during the last 12 years for improve- 
ments and additions, and for new equipment, including 
new track, cars and locomotives : 

To note the modern steel cars of the latest and best 
design with which our through passenger trains are 
equipped; the double track line extending from New 
York to Chicago and the 100 pound rail, stone-ballasted, 
with which nearly all this track is built: 

To ride behind powerful modern locomotives, equipped 
with speed recorders which enable our engineers to run 
at a uniform, safe and comfortable rate of speed: 

To enjoy the smooth riding of our trains, largely 
brought about by the splendid handling of locomotives 

Baltimore and Ohio Magazine, June', ig2i 


by our engineers, who have really made a reputation 
for themselves and for the Baltimore and Ohio in the 
smooth starting and stopping of their trains. 

To meet a body of employes unusually anxious to 
give the very best service and to show our passengers 
the fine courtesy which that implies. 

As we see it, there is only one desirable thing lacking 
in Baltimore and Ohio service, namely, that not enough 
people have given it a trial and on that account are not 
using it regularly because of its superiority. 

Such unfortunate allusions to the Baltimore and Ohio 
as Mr. Hunt made in his article, even though written 
in the spirit of fun, are certainly not conducive to get- 
ting more passengers on our lines. To this extent they 
are obviously unfair to our reputation and the oppor- 
tunity which we have of performing a public service, 
and employes of the Baltimore and Ohio are justified 
in endeavoring to relegate them to oblivion. 

A Splendid Creed For Sportsmen 

The Kentucky and Indiana Railroad provides the 
facilities for the operation of the Baltimore and Ohio 
at Louisville, Ky. The magnificent record made by 
their baseball team during 1920 has been duplicated 
by their basketball team, and their reputation as able 
and clean sportsmen has been a matter of pride to all 
their officers and fellow employes. 

After the scandal which developed in organized base- 
ball last year and which so often makes professional 
athletics of various kinds repugnant to the ideals of the 
true sportsman, it is encouraging to learn that the basket- 
ball team of our friends at this point has been so suc- 
cessful, especially because of the fact that each member 
of the team adopted as his own creed at the beginning 
of the season the following : 

"To live as gently as I can; 
To be, no matter where, a man ; 
To take what comes of good or ill 
And cling to faith and honor still ; 
To do my best, and let that stand 
The record of my brain and hand ; 
And then, should failure come to me, 
Still work and hope for victory." 

Thanks, Mr. Editor! 

In marked and pleasing contrast to a reference to the 
Baltimore and Ohio from a well known weekly publi- 
cation, appearing on this page, is the following from the 
editorial columns of a recent issue of the Chicago 
Evening Post: 

Once upon a time we read in the funny column 

of an eastern newspaper the following joke: 

Puck — I want to go to Washington the worst way. 

Jud — Then go by the B. and O. 

Now a new version is written in a serious vein. 

Puck — I want to go to Washington the best way. 

Jud — Then go by the B. and O. 

We know this is true because we have just proved 


When influential newspapers in big cities, of their own 
volition select our railroad for a nice compliment of this 
sort, it means a good deal to every one of us employes. 

Thanks, Mr. Editor! 

Have you gotten your car of freight or your propor- 
tion of passengers for our Railroad ? The business is 
moving and if we don't get it some other railroad will. 
It's a plain case of being up to us employes ! 




Baltimore and Ohio — Mother of Babies 

I was standing in Camden Station about midnight 
on Saturday, May 7. Passengers for the excursion to 
New York, leaving at 3,2.30, were pouring in. 

The station was not uncomfortably crowded but all 
the seats were occupied. It was hot and many excur- 
sionists looked tired even before starting their trip. 

Especially sorry did I feel for the few women scattered 
through the crowd who had babies or young children. 
One mother was alone with three, ranging from two to 
five. Another was standing in line waiting for the 
opening of the gate. She carried two big valises, while 
her husband, a most attractive regular army man in 
uniform, held a crooning baby. 

Then the miracle happened as City Passenger Agent 
H. E. Lohman, accompanied by a uniformed station 
attendant, mingled quietly with the crowd, picked out 
first one mother, then another, and so on, and took them 
to another exit where he saw them through to comfort- 
able seats in the waiting steel coaches of the train. 
Seven mothers welcomed his polite inquiry, and, with 
babies in arms or tugging on their skirts, followed him. 
Their smiles bore eloquent testimony of their gratitude. 

I find upon inquiry that no instructions have ever 
been issued covering this care of mothers and babies. 
Hats off to Mr. Lohman for his thoughtfulness and his 
big heart! And may his example be felt in every 
relation which our employes have with our patrons. 

Perhaps Mr. Lohman remembered that it was the 
eve of Mother's Day and perhaps he was celebrating. 
I don't think so, however, for a man of such unusual 
thoughtfulness and discretion plays the same kindly and 
courteous part every day of his life. But I do know that 
he could have honored his own mother in no more fitting 
way than by his beautiful regard and service to the 
mothers of others. 

There Is Always a Way 

Those of us who have children and a real home in 
which to raise them can sympathize with other parents 
who are driven to the seeking of a habitation in apart- 
ment houses which bear the "No Children Wanted" 
sign. The bruises and scars on the baseboards and doors 
of our own homes, however, may permit us to share the 
viewpoint of the apartment house owner. 

Now comes a veritable Lord Bountiful who announces 
a solution for the difficulty and, incidentally, got some 
splendid free newspaper advertising in so doing. To the 
families in his apartments who keep down repair bills 
during the course of a year, he offers a substantial cash 
bonus and, just to show that children need not neces- 
sarily interfere with the success of this plan, he takes 
another hazard and offers an additional bonus for every 
child born in his apartments. 

We nominate him for life membership in the Anti- 
Race Suicide Club. 


Baltimore and Ohio Magazine, June, iq2i 

V — 

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Women's Department |i 

Edi t e d hy Margaret Talbott Stevens \) 


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Trumpets of the dawn that waken all the sleeping flowers, 
Gleaming in the sunshine of the early morning hours, 
Laden with the sweetness that the wild bee takes away — 
Heralds of the coming of a glorious summer day. 

Long ago, when earth was new, there were no clocks to tell 

The time of day, so fairies made the morning glory bell, 

That when the first white streaks of dawn came darting o'er the sky. 

The morning glory might ring out its paean from on high. 

Though mortals cannot always hear the coming of the morn. 

Nor the pealing of the bells that tell another day is born. 

All nature hears, and flowers bring their brimming cups of dew 

To share themwith the first sunbeams that break the darkness through. 

The Business Girl's 

{Continued from the October Magazine) 

IN October we gave a scries of lunches for 
the business girl, also a list of the food 
values of some of the staple articles 
used in this small, but important, mid-day 

"But," protested one of the girls who 
works at Camden Station, "you give such 
things as hot tea and hot soup in the menus. 
Is there any way that we can get hot soup 
without bringing it from home? We don't 
have time to go out to restaurants to buy 

This is the problem that we want to solve 
in this article. To bring hot foods from 
home would mean that the girl must either 
make or heat the soup' before she leaves 
home in the morning. Neither of these, 
both of which involve considerable time, 
would be practical, even if the girl possessed 
a thermos bottle, which is an expensive 
proposition in itself. 

Alcohol as a heat producer has been in 
use for many years, but its perfection is 
reached, for the light housekeeper, in the 
various "canned heat" stoves that are now 
on the market. There is one of these that 
is. particularly adaptable, because of the 
space required for its operation and because 
of its inexpensiveness, to the preparation of 
the lunches to which we have referred. A 
miniature kitchen and pantry, including 
stove, provisions, fuel and cooking utensils 
for the use of five girls, may be kept in a 
small wooden box, such as those in which 
jars of paste or bottles of ink are shipped. 

The outfit, excluding the provisions, may 
be purchased at the lo-cent stores. Here 
is a list of the articles needed to begin with. 
Only two cans of heat will be needed for one 

week, but there is a saving of five cents on 
a purchase of three cans. It will keep 
indefinitely. The provisions given are for 
a two weeks' supply. 

I stove, ID cents; 3 cans heat, 25 cents; 
I pie pan (to be placed under stove for pro- 
tection), io cents; i sauce pan (quart size), 
15 cents; i frying pan (small), 15 cents; i 
small earthen teapot, 35 cents; i tea-ball, 
10 cents; i sharp paring knife, 25 cents; i 
small jar peanut butter, 20 cents; i small jar 
jelly, 20 cents; yi pound good mixed tea, 
10 cents; i package pimento cheese, 15 
cents; i can sardines or tuna fish, 35 cents; 
4 cans vegetable soup at I2>^ cents each, 50 
cents; i pound sugar, 8 cents; ]4 pound 
lard (substitute), 6 cents; pepper and salt 
(mixed), 5 cents. 

Bread, butter and milk are purchased 
from day to day as required, as are also eggs 
and fruit. 

Let each girl bring her own cup and 
saucer (which can be used for tea on one 
day and for soup on another), knife, fork 
and spoon. 

Let us take the following menu: 
Peanut butter sandwiches. 
Hot tea. 
Fruit salad. 

Ten minutes before you are ready to eat 
funch, set up the stove, placing the pie pan 
underneath. Take the top off the can of 
heat, adjust the can in its proper place by 
fitting its grooves to the three sides of the 
stove, remove the top and apply a match to 
the contents. Put 5 cups of water into the 
saucepan, place cover on and let boil. Into 
the tea-ball put i heaping teaspoon of tea, 
screw on the top and place inside of teapot. 
At the instant the water boils, remove from 
fire and pour into teapot. Put cover on teapot 
and allow this to stand for several minutes 
before serving. To put out light, simply 
slide the cover on the can. 

While one girl prepares the tea, let another 
make the sandwiches and another the fruit 
salad. The last mentioned will take only 
the time required to peel and slice the fruit 
and to pour on the dressing, if this is de- 
sired. The whole lunch can be prepare 1 in 
ten minutes or even less. Now we are ready 
to serve it. Take the pie pan from beneath 
the stove, lay on it a paper napkin, and we 
have a serving tray for the sandwiches. A 
lettuce leaf will camouflage the saucers into 
dainty fruit dishes, and " Voila!" as the 
Frenchman says, "Mademoiselle is served." 

There are any number of dishes that can 
be prepared with this outfit in a short time. 
All kinds of croquettes are easily made, and 
any girl who knows how to cook can do a 
good turn for some poor future husbands by 
teaching the other girls. Make your own 
book of quick recipes. as you go on; type- 
write these on cards and bind with a rubber 
band; then, when you are at a loss to know 
what to have for lunch, run quickly through 
your cards and select according to the pro- 
visions you may have on hand. 

Each girl may wash her own cup and 
spoon, or each may have her turn, while 
another puts the things away. Be very 
particular about brushing away the crumbs 
and leave nothing around that will attract 
mice. If any foods must be kept until the 
next day, use glass or tin containers. 
Cheesecloth makes practical dish-cloths and 
tea-towels, for it can be washed with almost 
no trouble. When not in use the stove can 
be folded flat and placed inside the sauce- 
pan with the can of heat and the tea-ball. 

Here are a few dishes that you will want 
to try. Each dish will serve five persons. 

Com Croquettes 

Take a small can of com and drain the 
juice from it. Add }4 teaspoon salt, a small 
lump of butter, i beaten egg, and mix with 
cracker crumbs. Shape into croquettes and 
fry. Serve hot. 

Chocolate Sandwiches 

Melt half a bar of sweet chocolate. For 
each sandwich, spread a teaspoonful be- 
tween two salted crackers. 


Put 5 cups milk into saucepan and let it 
come to a boil. Take 5 teaspoons sugar and 
5 teaspoons cocoa and mix together, adding 
enough cold water to make it into a smooth 
paste. Stir this into boiling milk and let 
cook for 3 minutes. 

Scrambled Eggs 

Beat whites of 4 eggs until light; add 
yolks and beat again. Add }4 cup milk and 
yi teaspoon salt. Have frying pan ready 
with 2 scant tablespoons butter, or butter 
and lard mixed. Pour in mixture and stir 
until done. Serve immediately. 

Salmon filling for Sandwiches 

Take 1 small can salmon and mix with 
I sweet pepper, chopped fine. Add 3 table- 
spoons mayonnaise dressing and spread on 
slices of bread or on crackers. 

Baltimore and Ohio Magazine, June, ig2i 


On the Train 

THERE was a baby in the day coach. 
Just a wee bit of a fellow he was, 
scarcely more than a little btindle of 
pink in his mother's arms. Everybody 
knew he was there. No, he didn't cry a bit, 
but lay just as still as a little mouse. 

Baby and mother had boarded the train 
at Philadelphia. The porter had brought 
in the suit cases and finding no other seat 
had led the mother to one just at the divi- 
sion of the coach, a seat whose back went 
"straight up and down," and, as everybody 
knew, not very comfortable. 

"Here, take this seat," offered one of the 
passengers. "No, this," said another, "you 
will be closer to the window." The mother 
took the seat next the window. 

"The light will shine in the baby's eyes," 
said a kind lady, "suppose you turn him 
around the other way." 

The mother turned the baby around. 

"Hey, there, look at the little tacker!" 
exclaimed a sailor across the aisle to his two 

"Gosh, he's little, ain't he?" remarked one 
of them. 

"How old is it?" asked the grandfatherly 
conductor, chuckling baby under the chin 
with his big, clumsy thumb as he waited 
patiently while mother got her ticket from 
the handbag. 

"Just three weeks," answered mother, 

"It's too warm in here for that baby, take 
off that blanket," advised the kind-hearted 
lady once more. 

Mother lifted the blanket just a bit. 
Presently she murmured, "it's a little cooler 
now," and lay the blanket over baby again. 

An old lady with a bag in her hand and 
the back of her blouse hanging out passed 
down the aisle. Suddenly she peeked over 
the back of the seat. Then she came closer 
and touched the pink blanket with her toil- 
worn fingers. 

"Boy or girl?" ' - 


"Thought so, I can generally tell 'em. 
Always have long legs an' big hands." 

And thus the conversation flowed on, 
but baby, quite unmindful and indeed 
quite unconcerned with all this ceremony, 
bowed neither to the left nor to the right 
in acknowledgment. He slept peacefully 
through it all as only he could afford to do, 
for he was King of the Day Coach and we 
were only his admiring subjects. 

Try This on Your, Percolator 

Unless your coffee percolator is carefully 
scrubbed after each -time it is used, and 
sometimes even then, there is danger that 
the tiny holes in the plate at the bottom of 
the filter cup may become clogged. One of 
our Railroad men found this to be the case 
with the percolator used at his house. He 
took the filter cup down town with the 
expectation of purchasing a new one like 

it, but was informed by a man in the busi- 
ness that it was only necessary that dry 
heat be applied. Our friend tried the plan 
by placing the filter cup over a gas flame 
for a few minutes, then jarring it vigorously 
to dislodge the dried up particles, with the 
result that the percolator is now as good as 


Raisin Cake 

2 cups sugar. 

I cup butter and lard mixed. 

4 eggs. 

I cup luke-warm water. 

3 cups flour. 

I tablespoonful baking powder. 
Pinch of salt. 

1 pound raisins, dredged with flour. 
Beat well together the ingredients to 

make the batter, adding vanilla to flavor. 
Mix floured raisins gradually into batter. 
Bake one hour in moderate oven. 

(Contributed by Mrs. Landon, wife of 
Thomas F. Landon, retired.) 

Chocolate Cake 
Yolks of 2 eggs. 

2 squares chocolate. 
yi cup milk. 

Beat the eggs and add milk and chocolate. 
Add Yz cup milk. 

1 cup sugar. 

Lump butter of the size of a walnut. 

2 teaspoonfuls baking powder. 
Flour enough to make a batter. 

Bake in moderate oven. Cover with 
white frosting, made as follows : 

Boil one cup sugar with l4 cup water 
until it forms a soft ball in cold water. 
Remove from fire and beat into this the 
white of one egg, which has been well 
beaten. Add vanilla flavoring. 

(Contributed by Mrs. M. H.West, Helena, 

Lemon Pie 

I lemon. 

I cup hot water. 

Yolks of 2 eggs. 

I cup sugar. 

I heaping tablespoon corn starch. 

I teaspoon butter. 

Boil sugar, water and lemon together. 
Add well-beaten eggs and butter. Stir well. 
When cool, put into crust and bake for two 
minutes. For the frosting, take the white 
of one egg, beaten stiff. Add one table- 
spoon sugar. Spread on pie and set in oven 
to brown. 


Dear Women Readers: 

At this writing the "Dinner Pail Contest" is in full swing, and, although 
the entries are not as many as we had hoped for, yet we have had some mighty 
good suggestions about what ought to go into a man's lunch pail, and I hope 
that by June i, all of the divisions will be represented. The results of the con- 
test — that is, the names of the winners — will be published in the July issue of 
the Magazine; the real results cannot be estimated. We hope that, although 
there are thousands of women who did not enter the actual contest, there are 
many among these who have entered into the spirit of it, and- who have been, or 
may be, helped thereby. 

What a blessing it is to possess a strong, healthy body! I believe that two- 
thirds of the bad tempers and mean dispositions in the world may be traced to 
improper nourishment — either underfeeding or overfeeding; certainly many 
diseases are traceable to this. Proper exercise and sufficient nourishment are 
points that should be emphasized in every home. 

One of our Railroad women feeds her family scientifically. Her husband 
works at the Central Building in Baltimore. Each day that he goes to lunch 
he knows just about what to order before he gets to the table, because he knows 
the food values required by his system, as well as the number of calories which 
nearly every staple article of food contains. He has extraordinary health, and 
his family hardly knows what it means to have anyone ill in the house. The 
children are healthy, for the mother studies and plans for each meal to this end — 
and she succeeds. This may sound like a fairy tale, but it is not. Moreover, 
this mother has promised to give us an article, telling us all about how she feeds 
her family. 

I am particularly anxious that one of the aims of the Women's Department 
shall be to present to our women in the offices and in the homes such information 
as will help to keep themselves and their families in good physical condition, 
for upon this depends the quality of our work and our usefulness in the world. 
To this end was the "Dinner Pail Contest" launched; to this end are the articles 
written for our Health Department. 

Yours sincerely, 

C/ A ssociate Editor. 


Baltimore and Ohio Magazine, June, 1921 

Modes for Women Who Demand 
Simplicity with Smartness 

By Maud Hall 

SIMPLE models have first place in all 
of the smartest collections of day- 
time frocks. And they figure largely 
in the offerings for evening. Women who 
demand simplicity combined with smart- 
ness are catered to as never before this 
season and back of their demand is their 
determination to select models which they 
themselves can reproduce. 

One can pick at random any one of the 
dainty cottons and make a safe investment. 
Dotted Swiss and cross-barred dimity are 
enjoying a revival of popular favor which 
must be surprising even to the manufacturers 
of these fabrics. Yellow is to be a smart 
color for summer and one could select 
nothing more charming than a cross-barred 
dimity in yellow trimmed with white or- 
gandy embroidered in yellow. A model 
suggested as generally becoming has a 
simple blouse and skirt joined under a deep 
girdle of self material. Into the open front 
is set a vest of white organdy and a trim- 
ming piece of organdy stitched on the belt 
giving the appearance of an extended vest 
effect. The top of the vest, edges of the 
collar, cuffs and pockets are scalloped and 
buttonholed with yellow cotton. At the 
back the girdle is tied in a sash, giving the 
dress a very youthful appearance. 

The minute care given to every detail 
of trimming on the dotted swiss frocks 
makes them creations of distinction. The 
apron-like panel, introduced on some of 
the most exclusive importations, meets the 
most rigid requirements of fashion and 
appears on a model in dark blue swiss. 
The waist has an applied front, laid in 
plaits at the sides. Attached to the side 
fronts are sash ends, which are tied at the 
l)ack. The sleeves are three-quarter length 
and are joined to the underbody in kimono 
fashion. The skirt, a two-piece model, is 
attached to the blouse, the closing being 
effected on the left side. The apron tunic 
is gathered at the front and outlining this, 

^l^iui iiiiiiiitOaNiiiiuiiDtiiiiniiiitorrtiiiiiiiiiainnriNiiiauni ti(|^iriiiiiiiiiiiain imaiii uia iiiiioniiiimuioii unit rf 


I You can get any pattern here shown | 

I by filling out the following coupon, clip- j 

I ping and enclosing with price shown | 

j (stamps, check or money order) in | 

I envelope addressed "Baltimore and j 

1 Ohio Magazine, Mount Royal Station, I 

I Baltimore, Md." j 

I Try our pattern service — five days j 

I from day you mail order to day you get I 

I pattern. } 

I Name 

j Street 

j City State 

I Size 

I Send pattern number 


as well as the applied front on the blouse, 
the collar and sleeves, are bias folds of 
royal purple satin. The finale is unexpected, 
of course, when one is following the first 
part of the description, but the result of 
the combination is as artistic as it is unusual. 
No decoration sounds a stronger note in 
the latest trimmings than does fringe. It 
is used on dresses, blouses, capes, wraps 
and all of the little details that contribute 
to the success of seasonable apparel. As 
far as wraps are concerned, the deeper the 
fringe the better. The silk embroidered 
shawls which our grandmothers prized so 
highly in their young womanhood are being 
requisitioned for the development of lovely 
light wraps to wear over summer frocks, 
and the favorite method of modernizing 
them is by the manipulation of the deep 

silk fringe borders with which they in- 
variably are finished. The cotton ginghams 
are used with as much success as their 
taffeta cousins. A design in yellow has the 
front of the waist and front gore of the 
skirt cut in one piece. A narrow belt, 
which extends only to either side of the 
front panel, is made of brown and white 
striped gingham, cut on the bias. This 
trimming reappears on the neck and sleeves. 
In addition to three deep tucks, a bias fold 
of stnped gingham is stitched along the 
lower edge of the skirt, and this, too, is a 
satisfying novelty for the woman seeking 
the unusual in decorative schemes. 

Dress No. 9481. Sizes 34 to 44 inches 
bust, and 18 and 20 years. 

Dress No. 9494. Sizes 34 to 46 inches 
bust, and 18 and 20 years. 

Dress No. 9473. Sizes 34 to 48 inches 

Dress No. 9479. 

Dress No. 9477. 

Sizes 34 to 44 inches 
Sizes 34 to 46 inches 

A Model that Demonstrates the Continued 
Prominence of the Tailored Blouse 


'OTHING is prettier for the develop- 
ment of this tailored blouse than 
pongee silk, though it is quite par- 
donable to prefer dimity. It closes in front 
through a box plait, has no lining and is 
trimmed only with accordion plaited frills 
of its own material. The back of the blouse 
extends over the shoulders in yoke effect, 
being joined to gathered fronts. Medium 
size requires 2^/^ yards 36-inch material. 
Two open widths of the silk, doubled. 

with right sides facing (not folded) are 
required to cut the front and sleeve sections 
of the blouse. Be sure to place pattern on 
the pongee so that the large "O" perfora- 
tions will rest on a lengthwise thread. Now, 
fold the remaining material and along the 
lengthwise fold place the "TTT" perfora- 
tions of the back and the single "T" per- 
foration of the collar. In the remaining 
space lay the cuff, with large "O" perfora- 
tions along a lengthwise thread. 

Dress 9481 Dress 9494 Dress 9473 Dress 9479 

35 cents for each of the above patterns 

Dress 9477 

Baltimore and Ohio Magazine, June, IQ2I 



CUTTING (-.LIDE 9337 Showmg Sue 36 


P.ltnlcd K) J"*? 

After cutting, carefully indicate all 
folds and perforations. Then, take the 
front of the waist and gather at upper edge 
between "T" perforations. Close undqf- 
arm and shoulder seams as notched. Form 
a box-plait in right front, turning front 
edge under at notches. Take up a tuck on 
line of slot perforations. Stitch both sides 
of box-plait 3^ inch from folded edges, 
catching the free edge in with the tuck. 
Turn front edge of left front under i*^ inch 
for a hem. 

Sew collar to neck edge, with center- 
backs even. Bring front edge of collar to 
center front of blouse. Close sleeve seam 
as notched, then gather lower edge between 
*^T" perforations. Bind the slashed fdgcs. 
Face cufi and sew to the gathered edge of 
sleeve as notched. Bring small "o" per- 
foration at top of cufI to seam in sleeve and 
bring edges of cuff to slash in sleeve. Roll 
cuff on large "0" perforations. Sew sleeve 
in armliole with notches and small "o" per- 
forations even, easing in any fulness be- 
tween the notches. 

Pictorial Review Blouse Xo. 9337. Sizes, 
34 to 48 inches bust. Price, 30 cents. 

Ladies' Dress No. 9415. Eight sizes, 
34 to 48 inches bust. Width at lower edge 
about 1% yards. Size 36 requires 4 yards 
36-inch material, 2>^ yards ribbon for sash, 

NO. I2S 7* 


Paitoltd April )0 l<»7 


J^ yard 36-inch lining for underbody. 
Closed on left shoulder and under the left 
arm. Neck is perforated for oval and U- 
shaped outlines, also to be slashed at center- 
front and the edges bound. Thee-quarter 
length flowing sleeves perforated for shorter 
sleeves with flare cuffs, or long plain one- 
piece sleeves. Front-closing underbody. 
Two-piece gathered skirt attached to the 
waist. The wide sash ties at left side. 
Price, 35 cents. 

No. 12574. Blue or yellow transfer 
pattern. Price, 75 cents. 

Child's Dress and Bloomers No. 9253. 
Four sizes, i to 4 years. • Size 2 requires 
2^-^ yards 36-inch material for dress and 
bloomers, ^ yard 36-inch lining for under- 
waist. The front and back of dress tucked 
over the shoulders and laid in inverted 
plaits under the arms. The front of dress 
slashed each side of center-front; slashed 
edges bound and finished for closing. 
Square neck with a round collar. Long 
one-piece sleeves gathered to straight bands. 
Price, 30 cents.- 


Contributed by Mrs. Gertrude Bayer 
Matron, Mt. Royal Station 

Chocolate Creams 

Two pounds sugar, J/2 cup butter, i table- 
spoon cream or milk, 2 teaspoons of vanilla 
or peppermint, }4 pound chocolate, nuts. 
Cream butter and sugar, add milk, shape 
into balls. Dip into melted chocolate and 
spread on wax paper. Put nuts on while 
chocolate is soft. 


Sea Foam 

One pound brown sugar, whites of 2 eggs, 
}4 cup of water, nuts. Boil sugar and water 
until it spins from spoon. Pour into beaten 
whites of eggs, stirring all the time. Add 
chopped nuts and beat until stiff enough to 
form into lumps. Drop on wax paper. 
Irish Potato Pie 

Four eggs, i pint of milk, }4 cup of sugar, 
3 boiled potatoes. Beat potatoes well, add- 
ing the beaten eggs, then milk and sugar. 
Flour to taste. No top crust is needed. 




Send No Money 

This beautiful Ao- 
gora-finished scarf 
of pure wool wor- 
s(ed is the styl- 
sh model New 
Yo r k * s best 
dressed women 
art now wear- 
ing. Ideal for 
over Spring 
suits or on cool 
Summer eve- 

Two palcli liock- 



er-finished belt, 
frine^d ends. 
Seventy-figlit in- 

ches long. IS in- 
ches wide. Pokkel?. 
fringe and str'pes 
in contrL?'^tinc ( ol- 
ors: Havana 

brown 'uiquoi-r 

bhie or buff t<"n. 
State color t\t- 
^rred. Mon<v liaH if 
not satisl'iod a(ti-r 
f'xamination. S> in\ 
no money Just 

name and rolor de- 
sired. Pav Postmnn 
$3.49 on arrival 


Please mention our magazine n'hen writing advertisers 

Surplus Clearinghouse 

Dept. 82, 71 2 Broadway NewYork N.Y, 


Baltimore and Ohio Magazine, June, iq3I 


"Good morning. Black-eyed Susan," said a sunbeam yesterday, 
"I've a hundred things to tell you, if you'll only look this way. 
They say that in the meadowland that lies just over there, 
You'll find a thousand cat-tails growing — straight up in the air! 
They say that in the marshy ground, where mud is black and deep. 
With their long tails all sticking out, the cats are fast asleep. 

" They say that 'neath the big toadstools that spring up in the night. 
Sit mother toads who blink their eyes and croak there with delight; 
They tell me that real warriors with their feathers and their stripes 
Live underneath the old brown leaves and smoke the Indian pipes. 
And in the deep, dark forest where the lady's slippers grow. 
Old Bluebeard's wives, who wore them, were buried years ago. 

" The tall fox-glove was made to fit the Giant-Killer's hands. 
And underneath the milkweed plant a real, live moo-cow stands. 
And do you know the thorns that grow upon the thistle there 
Are fingernails of naughty boys who pulled their sisters' hair? 
But tell me, Black-eyed Susan, if these things are really true. 
Where is the little gypsy girl who gave her eyes to you'P^ 

The Story of the Rose 

HUNDREDS and hundreds of years 
ago, in a strange land, there were 
no flowers. There were only bare 
rocks, hot sands, and trees that had no 
blossoms but only small, green leaves, so 
that there was very little shade. The 
people lived in houses built of rock, and, 
like the Arabs of today, they only ventured 
from their houses after dark, for the sun 
was hot and there was little rain. 

In this strange country' there lived a 
little girl named Rose. She had neither 
brothers nor sisters, and she seldom saw 
any other little boys and girls. Because of 
this she became very selfish and quite 
spoiled by her fond parents. She became 
dissatisfied with everybody and everything. 

One night, when the stars were bright 
and the moon's big yellow face shone in the 
sk>-, this little girl came out of the house 
with her parents to sit on the sand and talk. 

"Come, Rose," said her mother, "here's a 
nice, flat stone to sit on." 

"It's too flat," pouted Rose. 

"Then come and sit by me on the sand," 
suggested her father. 

"Too low," scowled Rose. "I'm going 
to run over to that big rock and sit there 
all by myself." And away she went. 
Soon she was seated on the rock, gazing up 
at the stars. 

"Why do the stars hang 'way up there?" 
she asked herself. "And why can't I have 

a ladder that will reach up to them? They 
are pretty in the sky, but they ought to 
come down and make the earth pretty; 

there is notliing beautiful in this country." 

"There could be," whispered a voice at 
her elbow. 

"What!" exclaimed Rose, "Who are j"Ou, 
and what did you say?" 

"I am called the flower fairy," said the 
wonderful creature with shining eyes, "and 
I said that there could be many beautiful 
things in the world, if people like you 
really wanted them." 

"Why, what do you mean?" asked Rose, 
astonished for the first time in her life, for 
nothing before had ever seemed to interest 

"Just this," answered the fairy, "did you 
ever hear of flowers?" 

"Oh, yes. Father has told me that he 
has seen them, but that it was in a far-ofif 
country, which I shall probably never see. 
But no flowers ever grow here," she added 

"Have yoi: ever looked for them?" 

"Of course not; it would be useless." 

"For selfish people, yes," answered the 
fairy, "but even selfish people may some- 
times become unselfish, and then they can 
see beauty in everj'thing." 

"Oh, oh!" cried Rose, beginning to weep, 
"Do you really think that I have been 

"I know it," replied the fairy, "for only 
selfish people never see beauty in anything, 
and even a little girl may become very 

"Dear fairy," begged Rose, sobbing as 
though her heart would break, "dear 
fair\-, will you show me how to become 
unselfish? I do so want to see the beautiful 
things. I'll look for them ever so hard, and 

Upper left : Edward James Co£fay, 2 year old grandson of Edward McKiew, blacksmith helper, Mt. Clare ; 
lower left: Henry and Ruth, children of H. A. Kurtz, chief Mail clerk, Baltimore and Ohio Building; 

Baltimore and Ohio Magazine, June, iq2i 

Don Kight, whose daddy is ticket agent and 
Magazine correspondent at Keyser, W. Va. 

I'll do anything for j-ou, if you'll only tell 

"You're beginning to be unselfish al- 
ready," said the fain-, gently stroking 
Rose's curls. "Come, dry your tears, and 
I'll show you something pretty." Rose 
stopped crying. 

"What is it?" she asked eagerly. 

"Look at that rock," said the fair>', 
pointing to the one on which Rose had been 
sitting. "What do you see?" 

"Just a rock," began Rose. "Oh, no! I 
see lots and lots of lovely colors, sparkling 
crystals, and oh! oh! I never saw a rock 
like it!" 

"And yet, you've looked at it many a 
time, and you've been sitting on it tonight," 
said the fairy. "Moreover you'll find that 
all of the other rocks around here look just 
like it. Now, look again." 

Rose looked, and growing right beside 
the rock was something on a long stem with 
beautiful green leaves. 

"Oh, this is beautiful," she said, as she 
leaned right over and kissed it. As she did 
this, a lovely bud opened and shone like 
gold in the yellow moonlight. "What is 
it? What is it?" she asked. 

"That," answered the fairy, "is a flower. 
Now, look for the third time." 

Then Rose saw that there were flowers 
growing everywhere. The fairy plucked 
the largest and prettiest one that she could 

"Here is one," said.she, "that is the most 
beautiful of all. It shall be called Rose, in 
honor of a little girl whom I know. And 
wherever you go the rose shall blossom, and 
roses shall fill the air with their beauty and 
fragrance. But, since there must be some- 
thing to remind you that once you were 
selfish, there shall be thorns on the stem, 

and you will feel them when you pluck the 
flower. ' ' 

Then the fairy disappeared, but Rose 
never forgot the lesson. And ever since 
then, flowers have fiUed the gardens, grasses 
have covered the ground, and trees have 
blossomed and borne such leaves that 
we now have millions of beautiful shade 
trees. But, best of all, we have the beauti- 
ful and fragrant roses, each one with a 
thorn to remind us not to be selfish. 

Dear Girls and Boys: 

We have so much news to tell this time 
we could almost run an "Among Ourselves" 
department just for little folks. And your 
old Aunt IVIary has been so busy answering 
little folks' letters and arranging the Chil- 
dren's Page that she hasn't had time to 
sneeze. See what interesting things our 
little folks have to say this month! And 
how do j-ou like our flower page? 

For August we're going to have a pet 
page. Let me have pictures (photographs, 
if possible) of your pet cat, dog, rabbit, 
gunea-pig, chickens or whatever kind of 
pets you may have; also short stories and 
poems about them. Don't forget to give 
their names, for if you don't, how am I 
going to tell Gale Schachte's banties from 
James Sampselle's Belgian hare? By the 
way, James has three new bunnies — but 
read all about it in "Little Letters from 
Little People." 

Send your letters, pictures, stories and 
poems for the pet page by July 15. Address: 
"Aunt Mar>%" Baltimore and Ohio 
Magazine, Mt. Royal Station, Baltimore, 



Little Letters From Little People 

Keyser, W. Va. 
Here is a picture of little Don Kight, 
who is getting 'most as big as his daddy, 
the ticket agent at Ke^^ser. Don is going 
to write us a letter some day. 

Brunswick, Md. 

Juanita Rarnhart wants to know what 
to name her baby brother. Why not 
write out a list, Juanita, and let the baby 
read it, then choose his own name? Aunt 
Mary looked for Juanita at the Brunswick 
picnic, but couldn't find her. Where were 
you, Juanita? 

Chillicothe, Ohio. 

Her first name is Nancy, her second is 
Blanche and her last name is Trainor; she 
lives at Chillicothe and she likes to read the 
Children's Page. Nancy Blanche says: 
"My father's name is James Harvey 
Trainor; he is car inspector. My mother's 
name is Arminta Brock Trainor and my 
brother's name is Frank Brock Trainor. 
He isn't my mother's brother, but they 
named him Brock in the middle. I haven't 
any sisters, but I have much fun without 

Dorsey, Md. 

There! I nearly forgot Edna Remsnider! 
Edna wrote a poem for our school page, 
and some day she's going to write us some 
more. Edna knows Harold Dunkerly, Ida 
Smith, James King, Louise Perry, and all 
the little folks at Dorsey. She is the little 
girl who used to say "gunner" for "going 
to." Because she likes to argue, one of 
her teachers used to call her "the lawyer." 
Perhaps she'll, be one some day. 

Dover, Ohio. 

Kathrj-n and Mildred Hadden live at 
Dover. Mildred is only six years old, but 
she wrote a nice letter. She says "I have 
some white violets. We are going to have 
a little play in our yard. My birthday is in 

Kathryn has a new Eversharp pencil, and 
I am sure she used it when she wrote this 
little story: 


Dear little Roses, you are so red and 
bright. Your heart is deep. I love 
you best of all. 



Decoration by Robert L. Heiser, third trick dispatcher, Camden Station 


Baltimore and Ohio Magazine, June, iq2I 

Fairmont, W. Va. 

Gladys Shaw wrote again to tell us about 
Rosie, the little heroine who lost her arms. 
The Salvation Army is now caring for 
Rosie. Gladys is going to draw us some 

MarysviUe, Ind. 

Here comes Dorothy Cassady, with a 
drawing of a wild rose, and a splendid 
story. The story got in a little too late for 
this number, but I know you will laugh 

Drawn by Dorothy Cassady. MarysviUe, Ind. 

when you do read it. Dorothy is the first 
little girl from Indiana to write Aunt Mar>'. 
Let's have some others. She, too, liked 
Dorothea Taxis' poem. 

Pittsburgh, Pa. 

Clara McClure sent us her picture, taken 
when she was four years old. She is eight 
years now. She liked the Robin Song in 
the April number. She liked Dorothea 

Taxis' poem about "The Birdie," and she 
wants Dorothea to write some more poems. 
Clara's papa is a baggageman. 

Staten Island, N. Y. 

Marguerite McDonald, who drew the 
pretty picture for the May page, drew us a 
picture of a flowery path. We have so 
many pictures this time that I am not sure 
if we can get this in or not, but if we don't 
we'll let you see it some other time. We 
hope Marguerite will send us her own 
photograph soon, for we all want to see the 
little girl who drew the picture of the Dutch 

Washington, D. C. 

James Sampselle has a bran new baby 
sister and three bran new baby bunnies. 
He also drew a picture of a steam engine, 
which we must show you as soon as we can. 
James' baby sister's name is Ann Harrison. 
Isn't than a pretty name? We're going to 
have their pictures, too. 

Weston, W. Va. 

Mildred Toms' father is an engineer, who 
has worked on the Railroad for i6 years 
without a serious accident. Mildred is 12 
years old and in the seventh grade. She 
takes music lessons. She has a brother 
nine years old who is in the fourth grade. 
She likes to read the Children's Page. 


By Ruth Kenneally 
The flowers are all so bright and gay, 
For this is Spring, Hooray! Hooray! 
When our Mother Nature laughs around, 
And gladsome breathes from the blossom- 
ing ground. 

Mother Michel and Her Cat 

Little Stories About Books That Children Like 

MANY of our little boys and girls 
have read the charming story of 
Mother Michel and her famous 
cat, Moumouth, but I am sure that there are 
still a great many who have not. It is a 
tale written for French children by M. 
Bedolliere, and translated into English for 
our own boys and girls. 

A poor "alley cat" has a tin saucepan 
tied to his tail and is threatened by the 
dogs and by sticks and stones thrown by 
mischievous boys. He is rescued by a rich 
old countess, who takes him to her home, 
where he is cared for by a maid, Mother 
Michel, and where he is given the dis- 
tinguished name of Moumouth. 

But Father Lustucru, a jealous-minded 
old steward, does not wish Mother Michel 
to receive the reward which the countess 
has promised her for taking care of Mou- 
mouth during her absence. He contrives 
many sly methods of getting rid of the cat. 
But every time that he thinks that he 
has killed the cat, Moumouth returns, just 
as if nothing had ever happened. Poor 
Mother Michel becomes so worried and 
faints whenever she loses him. Finally, 

the countess returns, and after she learns 
the real truth about the cat's mysterious 
disappearances, discharges the sly old 
steward, who runs off and takes passage 
on a ship. The boat is shipwrecked on 
a cannibal island. The cannibals cook 
Lustucru for supper. 

Moumouth lives happily ever after, and 
when he dies, a monument is erected to 
his memory. 

Every year in France, when the people 
celebrate the festival of the Mardi Gras 
(Shrove Tuesday), there are surely to be 
some among the maskers who dress as 
Mother Michel and Father Lustucru, who 
go about the streets of Paris calling for 
their cats. Some day you may go to Paris 
and see them for yourselves. 

The story of Mother Michel and her cat 
may be had from the Baltimore and Ohio 
Employes' Free Circulating Library at Bal- 
timore. If you do not know how you may 
borrow books from the library, write to 
Mrs. E. P. Irving, librarian, Mt. Royal 
Station, Baltimore, and she will be glad to 
tell vou all about it. 

Employes in Fairmont Help 

"Billy" Sunday Campaign 

in Cincinnati 

ON APRIL 3 about 75 Baltimore and 
Ohio men and their families from 
Fairmont were given special seats 
of honor on the platform in the "Billy" 
Sunday Tabernacle in Cincinnati where a 
revival was being held. Accompanying the 
railroaders was a telegram from General 
Superintendent J. M. Scott, which was 
read from the platform and created a great 
deal of amusement and applause. We 
would like to quote the telegram here but, 
without the permission of a certain yard- 
master, believe it best to refer readers to 
him for it. 

Our railroaders made quite a hit at the 
meeting and were cordially welcomed by 
"Billy" Sunday and Homer Rodeheaver. 
Prominent among the Baltimore and Ohio 
delegation were Captain R. F. Pell, A. L. 
Hefferman, and "Fred" Brumage. 

In sending an account of this meeting to 
the ALA.GAZINE, Mr. Hefferman added: 

"It is no wonder the traveling public says 
the Baltimore and Ohio Railroad Company 
is the best in the United States. I was 
standing on the platform in Fairmont a few 
days ago when a Mr. Haller, who has used 
a good many railroads, approached me and 
said: 'Well, the Baltimore and Ohio has 
them all beat, the best railroaders and the 
best management in' the country.' " 

Brakeman Meyers Completely 
Filled His Position 

WE ARE glad to pass on to our readers 
the following enviable commenda- 
tion of Brakeman J. H. Meyers of 
the- Pittsburgh Division: 

Hotel Belmont 

New York, N. Y., February- 15, 1921. 

General Superintendent, 

Baltimore and Ohio Railroad Company, 

Pittsburgh, Pa. 

Dear Sir — On Saturday evening, February 
12, I was on your train No. 10 from Pitts- 
burgh to New York. I tried in vain twice to 
reach the rear coach in an effort to inform 
my mother, who was a passenger on the day 
coach between Pittsburgh and McKees- 
port, that I had reached the station and 
had boarded the train safely. I then asked 
the brakeman how I could get to the rear 
coach before we reached McKeesport. 
Upon hearing that I wished to reach my 
mother, the brakeman, whose name I 
learned later was J. H. Meyers, without 
further delay escorted me through the 
sleeping cars, until finally we reached the 
other end of the train and my mother. 

The reason the kindness and courtesy I 
received from Mr. Meyers was especially 
appreciated was because I had been out of 
the hospital only four hours, after having 
been a patient for 12 weeks. 

Although I have traveled extensively, I 
do not recall having met with any person 
who so completely filled his position as Mr. 

Verv sincerely yours, 

"(Signed) Mrs. H. J. Lyons. 

Baltimore and Ohio Magazine, June, iQ2i 


\ Safety Roll of Honor 

Baltimore Terminal Division 

Baltimore, Md., April 20, 1921. 
Mr. G. E. Lane, • 

Waverly Tower. 

Dear Sir — I have report that about 12.35 
p. m., April 14, you discovered and ex- 
tinguished fire on Bridge 9, Belt Line. 

I desire to express to you both the 
appreciation of the management and myself 
for the prompt action taken by you in this 

Verv truly yours, 

(Signed) C. M. Shriver, 
Assistant Superintendent. 

Baltimore Division 

On March 20, extra west, engine 4.508, 
was stopped at west end of siding at Dicker- 
son account of hopper car with bottom 
down. This had been observed by Operator 
H. C. Meems while the train was passing 
over the switches at that point. 

On April 20, as an extra east passed 
Lorely Curve, Trackman E. Corbin, Jr., 
noticed something wrong on one of the cars 
in the train and signalled the train crew to 
stop. The crew examined the cars and 
found a broken bolster under Baltimore and 
Ohio 78444, which was set out of train at 
Bradshaw. Car was unsafe for further 
travel. Mr. Corbin's observance of its con- 
dition, no doubt, saved a derailment. 

On April 28, as No. 92, engine 4525, was 
passing Aberdeen, Operator T. E. Christine 
noticed smoke coming from under cars and 
signalled the conductor, who went over 
train and located Baltimore and Ohio 
20588 with truck with broken arch. Later, 
in trying to back car off, it derailed. Oper- 
ator Christine's timely discovery averted 
what probably would have been a more 
serious derailment. 

Cumberland Division 

The following irregularities were noted 
by operators during April and prompt action 
taken by them for correction : 

Nature of Observance Cases 

Brake rigging down 3 

Wheels sliding 3 

^^^^S^'J c^""^ (2 set-off 

Hopper bottoms down 

Broken rails 

Hot car boxes 

Shifted loads 

Unsafe conditions 

Car doors dangling ". 

Total , 15 

Charleston Division 

Agent J. D. Kennedy of Clendennin has 
been commended by the superintendent for 
his interest in freight claim prevention. 

Conductor Foy has been commended for 
his interest on several occasions. The most 
recent one is for packing a hot box and 

taking a car of naphtha to its destination- 
instead of setting car off on line and thereby 
causing delay and expense. An additional 
commendation has been received for Con- 
ductor Foy for repacking hot box on a load 
of coal at Porters. 

Mr. Weaver Shiflett, Coalton, W. Va., 
recently found a broken rail in track on 
Coalton Branch. He immediately notified 
the agent and had repairs made. The 
superintendent has written him an appro- 
priate letter of thanks. 

The superintendent has written Passenger 
Brakeman A. M. Carpenter an appropriate 
letter of commendation for his interest in 
getting passenger trains over the road. We 
are glad to note Mr. Carpenter has been 
commended on several occasions of late for 
meritorious acts. 

The following engineers hav^e been com- 
mended in connection with making a record 
of over 1 00 per cent, in fuel performance 
in March: W. T. Spencer, R. E. Murphv, 
C. E. Stalnaker, W. B. Amos, J. C. JordaSa, 
A. F. Vorholt. 

New Castle Division 

On the night of May 7, Engineer S. O. 
Lewis, on first 94, observed that the cross- 
ing plank had been torn out on No. i track 
at the west end of Greenwich siding. He 
filed a message to this effect at "KN" 
Tower and extra west 285 was stopped. 

Investigation developed that this cross- 
ing plank was out of place, and that there 
was a broken brake beam lodged there. 
This the crew removed, and put the cross- 
ing in shape for movement over it. Extra 
4020 west, the last train to pass, was 
examined at Willard and it was found that 
two brake beams were gone. 

Newark Division 

Conductor F. W. Deardoff, Newark 
Yard, discovered 14 inches of flange broken 
out of wheel on a car about to be placed on 
unloading trestle of the Ohio Power Com- 
pany, Newark, Ohio. Derailment of the car 
on this trestle might have resulted in a ser- 
ious accident. 

Cleveland Division 

Cleveland, Ohio, April 18, 192 1. 

Mr. "Dax" Connell, 
Section Foreman, 
Grafton, Ohio. 

Dear Sir — I have just received informa- 
tion that on April 11, 192 1, about 4.30 
p. m., you discovered 12 spikes on the rail 
west of' road crossing at Miller's Quarry, in 
such a position as to almost insure the 
derailment of passenger train No. 65, and 
that you immediately removed the spikes 
and notified supervisor at Elyria, who has 
taken steps to ascertain the party guilty of 
this act. 

From the above information, it is evident 
that you are observing condition of tracks, 
whether on your section or some other part 
of the road. This is greatly appreciated by 
me and I want to commend you in this 
particular case and assure you that infor- 
mation of this kind is very gratifying to me. 
Verv trulv yours, 

(Signed) H. B. Green, 1 

Indiana Division 

On April 10, when extra 2653 west was 
passing Vincennes Street, New Albany, 
John McGrath, crossing flagman, dis- 
covered brake beam down under Baltimore 
and Ohio 93059, loaded with wheat. He 
immediately communicated with Engineer 
C. B. Lewis. Train was stopped, and 
while crew was repairing brake beam. 
Engineer Lewis discovered arch bar broken 
on opposite side of car. 

Had the defective car not been detected 
by Mr. McGrath, a serious accident might 
have occurred while car was passing over 
K. & I. Bridge, or through the interlocking 
plant at Louisville. 

On April 2, Conductor T. E. Ross, in 
charge of train No. 84 at Loogootee, noticed 
car of bridge iron moving in extra west 
2915, which in his opinion did not clear 
overhead bridge at Montgomery. Infor- 
mation was communicated to crew through 
dispatcher's office and train was stopped at 
Cannelburg, where it was found that N. Y. 
C. 347653 bridge iron was in bad order, 
and that it was necessary to set car out at 
that point for attention. 

One stake had been lost from this car and 
another broken, permitting load to lean to 
such an extent that proper clearance was 
not given. The close attention of Conduc- 
tor Ross probably averted an accident. 

On May i , while train No. 29 was passing 
over Monon crossing at Mitchell, brake 
beam came down on express car 1796, 
en route Kansas City. 

This was discovered by Night Yard Clerk 
W. J. Marshall, who was handling the 
target gate and standing at the crossing. 
He immediately notified conductor, who 
stopped train and took brake beam off. 

This train had been inspected while 
standing at Mitchell and nothing was 
noticed at that time. 

On April 30, when second 90 was passing 
over crossing at North Vernon, Crossing 
Watchman Parley Dixon noticed brake 
beam down on U. P. 40089, and notified 
conductor after the caboose passed him. 

About this time Switchman A. Ormsby, 
who had also discovered this condition, 
called the attention of conductor to brake 
beam being down. The train was stopped 
and brake beam removed without further 

"Helped Him Own a Home" 

Maumee, Ohio, March 12, 1921 

Mr. W. J. Dudley, Superintendent, 
Relief Department, 
Baltimore, Md. 

Dear Sir — I receiv'ed the letter of March 
8 containing mortgage, abstract and various 
other papers, all O. K., and want to thank 
the Baltimore and Ohio Relief Department 
for the money loaned in helping us own a 

Very respectfully, 
(Signed) Edward E. Harter. 

Baltimore and Ohio Magazine, June, ig2i 

Relief Department — Advisory Committee 

Conducting Transportation Department 

L. W. Gr.\h.\m Operator Kanawha Station, W. Va. 

J.. H. CouLBOURN Passenger Baggagemen Philadelphia, Pa. 

George G. James Conductor Baltimore, Md 

John F. Wvnner Clerk New York, N. Y 

Motive Power Department 

L. A. Gather Machinist Fairmont, W. Va 

W. D. Lenderking Plumber Baltimore, Md' 

D. J. Reid Machinist ; East Chicago, Ind' 

H. W. Oldenburg Car In.spector Cincinnati, Ohio' 

Maintenance of Way Department 

Ira E. Baker Section Foreman Kanawha Station, W. Va- 

J. J. Price Account Clerk Newark, Ohio- 

F. A. Taylor Master Carpenter Cumberland, Md- 

Henry F. Eggert Track Foreman Pleasant Plain, Ohio- 
Statement of Pension Feature 
Employes who were honorably retired during the month of April, 192 1, and to whom pensions 

were granted. 


Last Occupation 



Years of 

Bowman, Richard. . . 
CaUoway, George W 
Cobatigh, Robert J . 

Coyne, John 

Fields, William 

Gillespie, Hanson W 
Godman, James T . . 
Huffman, Robert F. 
Lapham, Glenn C. . . 
Leimbach, Gebhard . 
McCarron, James. . . 
McKenzie, Wilbur. . 
Mullin, James A. . . . 
Pilson, William H. . . 
Redman, Mahlon L. , 

Riley, David B 

Ruby, Joseph E 

Sears, George W . . . . 
Singleton, Robert . . . 

Snarr, John W 

Thompson, Martin . . 

Tracy, John W 

Van Macle, August. . 
Weakley, John W . . . 
Woolson, John B . . . . 








Pattern Maker 

Tr. Baggagemaster 
Immigrant Agent. 



Machinist Helper. 





Cabinet Maker. . . 





Machine Operator.. 



Conducting Transportation. 
Conducting Transportation . 
Conducting Transportation . 
Conducting Transportation. 
Conducting Transportation . 


Philadelphia . . . 


Ohio River 

Ohio Division . . 

Test Bureau | Baltimore 

Motive Power Baltimore 

Motive Power ' Newark 

Conducting Transportation ... Chicago 

Passenger ' All 

Motive Power ! Baltimore 

Motive Power j Baltimore 

Motive Power Newark 

Accounting ' Baltimore 

Motive Power 1 Newark 

Conducting Transportation . . . Indiana 

Conducting Transportation. . . Baltimore 

Motive Power | Illinois 

Maintenance of Way ' Cleveland 

Conducting Transportation . . . Cumberland .... 

Lighterage New York Term. 

Motive Power Cumberland .... 

Motive Power Pittsburgh 

Maintenance of Way Newark 

Conducting Transportation ... Newark 





The payments to pensioned employes constitute a special roll contributed by the Company. 

During the calendar year 1920, $342,993.35 was paid out through the Pension Feature to those who 
have been honorably retired. • 

The total payments since the inauguration of the Pension Feature, October i, 1884, to April 30, 
1921, amount to $4,379,203.70. 

The following pensioned employes, after ser\'ing the Company faithfully for a number of years, have 


Last Occupation 



D.\TE OF Death 

Years of 
1 Service 

Clark, John 

Cyphers, James 

Harrison, Richard H... 

Crossing Watchman 



Conducting Transportation. 
Conducting Transportation. 
Motive Power 






Baltimore. . . . 
Baltimore. . . . 



April 21, 192 1 

April 15, 1921 

April 23, 192 1 

March 18, 192 1.. . . 

April 3, 192 1 

April 16, 192 1 

April 5, 192 1 

April 19, 1921 

April I, 192 1 



Kenny, Thomas 

Liebei, Adam 

Nugent, Daniel 

Crossing Watchman. . 
Crossing Watchman. . 
Machinist Helper.. . . 

Conducting Transportation. 

Maintenance of Way 

Motive Power 



Smith, Walter 

Motive Power 

Motive Power 

Toney, John F 


Crossing Watchman. . 


Turk, James L 

Conducting Transportation. 


Baltimore and Ohio Magazine, June, iQ2i 


Among Ourselves 

Baltimore and Ohio and Baltimore 
and Ohio Annex Buildings 

Office of Assistant Comptroller Deverell 

Correspondent, John A. Rupp 

J. J. Ekin, our comptroller, has recently 
been elected vice-president of the Railway 
Accounting Officers' Association. 

Regarding the interesting baseball season 
now with us, the Victorian has this to say 
in its editorial in the May, 1921, issue: 

"The man not appreciating a good game 
of baseball is really to be pitied, and should 
be carefully led away to some quiet nook, 
given the latest edition of The Ladies' 
Home Journal, or the speeches of W. J. B. 
and a folding fan and so left in peace." 
Supposed to be Funny 

"You tell 'em pie-face, you got the crust." 

"You tell 'em Railroad, you got the 

"You say it goldfish,- you've been all 
around the globe." — Exchange. 

Auditor Merchandise Receipts 

Correspondent, P. H. Starkl.\uf 

Miss Ruth L. North, Machine Room, was 
married to Mr. Henry C. Oliver, April 13, 
by the Rev. William Toolan, at St. Edward's 

Miss Caroline V. Miles, Interline Settle- 
ment, to Mr. Louis H. Freiling, April 20, 
by the Rev. W. W. Costin, formerlv of the 
Eutaw Street M. E. Church and Solomon's 
Island, at the home of the bride. Park 

J. E. Waugh 
Office of General Storekeeper, who cele- 
brated his 30th Anniversary with the railroad 
on May 15, 1921 

Heights Avenue. Thev will reside i-i 
Germantown, Philadelphia. 

Miss Mary A. Mullinix, Statistical 
Bureau, to Mr. WiUiam Wilson, April 20, by 
the Rev. Edgar Cordell Powers of Harlem 
Park M. E. Church, at the parsonage. 

Miss Ethel J. McKewen, Machine Room, 
to Mr. Walter J. Steinkamp, April 27, by 
the Rev. B. J. Lennon at St. Joseph's 
Church. Best wishes! 

Great joy in the Drechsler and Barley 
families — new arrivals. Congratulations! 

We mourn the loss of our furloughed 
fellow employe, James LeRoy Massicot, 
who died Friday, April 22, at his home in 
Westminster, Md., of a complication con- 
tracted during the influenza epidemic 
several years ago. Despite his many efforts 
to return to work and keep up with his 
task, he was compelled from time to time 
to take another furlough. Services were 
conducted at his home and at St. John's 
Church, by the Rev. Swift and Rev. Mc- 
Guigan, on Monday, April 25. Pallbearers 
were brother members of the Knights of 
Columbus, of which organization he was a 
member. Interment in St. John's Ceme- 
tery. He is survived by his wife, who is a 
daughter of former Sherifl Kemper of 
Carroll County, and a daughter. The 
family has our deep sympathy. 

Printing Department 

Correspondent, M. J. Coxroy, Proofreader 
Bravo, John 

A young and unobtrusive colored man by 
the name of John W. Langford was until 
recently employed here as porter. No one 
had any idea that he was possessed of high 
ideals and aspirations until he tendered his 
resignation recently. Then it came to light 
that he had been a student in a Methodist 
seminar}-, but through lack of funds, had 
been forced to seek employment and to 
study as best he could in his spare moments. 
He took the examinations before his minis- 
terial board, passed with great credit, and 
has now been assigned to a charge. His 
manner and his language impressed every- 
one with the fact that he was far above the 
ordinan,'. He is to be heartily commended 
for his determination and perseverance. _ We 
extend our congratulations and best wishes 
for a successful career in the ministr>\ 
What Would You Have Done ? 

I was standing at a transfer corner in front 
of a drug store on one Saturday afternoon 
recently, patiently awaiting a car to carry 
me out to the ball park, when a little miss 
of not more than five years came along 
pushing a baby carriage and said, "Please, 

Erma L., daughter of Elmer Wright, clerk, Relief 

Mister, watch m\ baby carriage 'till I come 
out." Then she pushed back the top and 
carefully took out her little baby doll and 
went into the drug store. My first inclina- 
tion was not to bother about the carriage at 
all, but to go about my business, but on 
second thought, I said I wouldn't destroy 
her confidence in mankind at such a tender 
age and I decided to stand guard until her 
ladyship put in her appearance. Two cars 
went by before she came out. But her 
sweet "Thank you, sir!" and the smile on 
her lovely little face made me feel amply 
repaid for my trouble. 

Safety First— Always 

P The other morning I saw an auto coa! 
cart coming up Pratt Street. The driver 
tried to turn into Poppleton Street without 
slowing up. The asphalt was wet from the 
early morning rain; and as a result, the car 
spun around like a top. In fact, the driver 
had to get out to find his bearings. Had 
Hhere been another machine coming in either 
direction at the time, there would have been 
a serious smash-up, and all that Old Man 
Dumey would have had to do would be to 
shovel the pieces right into his old junk shop. 

John Limpert 
Magazine correspondent and Secretary Howl- 
ing League in Office of Auditor Coal and Coke 
Receipts, holding the loving cup presented to 
the winning team 


Baltimore and Ohio Magazine, June, igzi 

M54 Jiv\Man»on 
=^ Teste ^oi-vfc-s. v^'EA.-Z-"- 


) Vi^SS-Wt A^ CVO^^<3VfiooD OK A.KY 

Santoro's Review of Staten Island Events 

Mental Arithmetic 

The other day, Norman Keller and I were 
busily engaged in eating our lunch at the 
little "bird store" when our attention was 
attracted to a tnan who was having trouble 
with the figure punched on his meal check. 
He explained to the proprietor that he had 
ordered a bowl of chicken soup and the 
waitress had punched the " 15 " on the check, 
and that later he had ordered a piece of 
strawberry pie and she had punched the 
"30" — indicating, of course, that his total 
was 30 cents. But Ezra said he couldn't 
understand why he should pay 15 cents for 
the soup and 30 cents for the pie. "Ah!" 
said the proprietor with his sweetest smile, 
as it dawned upon him that the circus was 
in town and that Ezra had determined that 
he would not allow any "city feller" to put 
anything over on him, "Calm, yourself, 
dear sir, you do not have to pay for both 
numbers punched — the highest one is the 
total of your bill." 

"Well, I'll be dum!", said Ezra, "purty 
slick. You just add up an' then subtract. " 

Our sympathy to Willyum 

Here's to the memory of "Tubby A.", 
Who ran a race one day in May, 
The track Vas fast, but "Tubby" was slow- 
Now I'm all dressed up, but I have no dough ! 

Pier 22 N. R., New York 
Correspondent, Fr.4nk A. J. Manthey 

At the Hudson County Field on Satur- 
day, May 7, the Baltimore and Ohio base- 
ball team of the Traffic Department, Pro- 
duce Exchange, defeated the "Black Dia- 
monds" of the Lehigh Valley Grain Depart- 
ment, Produce Exchange, by the score of 9 
to 5. The feature of this opening game was 
the superb pitching of Burke, of the Balti- 
more and Ohio, who allowed the "Black 
Diamonds" but four hits. We have open 
dates in June and July for games. Address 
J. Pagli, Baltimore and Ohio Railroad 
Company, Produce Exchange, N. Y. G. 

Following is our line-up: Marshall, ss; 
Pagli, If; Wigert, 3b: Garvin, ib; Mills, 2b; 
Roberts, rf; Walls, of; Nolan, c; Burke, p. 

Staten Island Lines 

Corrcs])ondent. G. F. GooLic 

There is rumor around Clifton Shops that 
Foreman Conniry and Gallagher are going 
into the marine shipping business. It is 
understood that P""oreman Conniry has 
already taken an option on a boat. 

Heard in the Division Storekeeper's office 
each morning: "Good morning. Lady." 

Vincent Kennedy, chief clerk to master 
mechanic, is receiving congratulations from 

his many friends on the arrival of a baby 

Well, we have another marriage to an- 
nounce. Miss Mae McBreen, whose en- 
gagement we announced some time ago, is 
now wearing a plain gold band*, and is 
known as Mrs. Frank Lynch. Her many 
friends join in wishing her happiness. 

Locust Point 
Correspondent, John E. Green 

Locust Point has the distinction of hav- 
ing forwarded on April 26, steamship 
"Artemus," Baltimore Steamship Company, 
for Glasgow, Scotland, 66 cars live stock, 
approximately 2000 head. This is the 
largest consignment ever leaving this port 
on any one vessel. From Saturdav morn- 
ing, April 30, to Sunday morning, 'May I, 
we loaded on five steamers, 104 cars live 
stock, destined to European ports. 

This operation was performed, without 
any delay to the steamships, under the 
direct supervision of Agent J. M. White 
and Assistant Agent J. J. Geigan, assisted 
by Genera! Foreman Robert Barkley and 
Messrs. Johnson, Steen, Wright and Born. 

When you have some work to do, 

Do it. 
Do not fool and waste your time 
Or some one else will "get your line," 
And things not turning out so fine. 

You'd rue it. 

Enter contests with a will, 

And "show 'em" 
That you're fit to win the race; 
Win 3'ou will if you "break a trace"; 
Meet troubles with a smiling face 

And "trun 'em." 

So when you have work to do. 

Do it. 
Don't let critics "get your goat"; 
\yhat they think counts not a groat; 
Up \-our sleeves, take off 3'our coat — 

And vou've done it. 

J. R. G. 

^ We are in receipt of letter from William 
S. Wood, otir former night tallyman. 
Locust Point, whose furlough on account of 
depression has proved a blessing in disguise. 
He writes us that he has obtained a position 
in the National Exchange Bank of Balti- 
more as keeper of the safe deposit vaults, 
with pleasant pay, hours and surroundings. 
He thanks the officials at Locust Point for 
courteous treatment he received while em- 
ployed there. 

Air. Wood has our best wishes for con- 
tinued success in his new enterprise. 

Our friend Dudley is always a welcome 
patron to the conductors on the Hamilton 

Allen Bebe 
Storeroom Clerk, Staten Island Lines 

Baltimore and Ohio Magazine, June, iq3i 


Frank Stafford 

cars. He is no "Tin Horn Sport" as he has 
a pla\'ful habit of handing the conductor 
$i.oo to pay his fare and telling him to keep 
the change. Some tipster, eh? I beg his 
pardon, that was a "lapsus linguae;" I 
intended to say some tipper. 

Our heartfelt sympathy is extended to 
our friend and brother clerk, A. M. Miles, 
in the recent loss he has sustained in the 
death of his most estimable wife. 

May "He who doeth all things well" help 
him bear up under this sad affliction. 

The • accompanying picture is a good 
reproduction of Frank Stafford, a faithful 
and loyal employe of the Railroad, who is 
now acting as bargeman at Locust Point, 
and as location clerk at Canton and Curtis 
Bay terminals. 

Mr. Stafford is another veteran who has 
answered "the call to the colors" as issued 
by President Willard and Vice-President 
Fries; he succeeded in obtaining for ship- 
ment via the Baltimore and Ohio during 
week ending April 30, 26 cars destined to 
competitive points. 

I^Ir. Stafford entered the employ of the 
Railnjad in December, 1886, and by his 
urbane manner, cheerful disposition and 
loyalty to this employers, has gained many 
friends, not only with his associates but 
also with the shipping public. 

May this action oi Mr. Stafford serve as an 
incentive not only to the Veterans, but to 
all other employes to try to pass him if 
possible in getting business for the Road. 

Mr. Stafford informs me he has not 
finished soliciting — he has merely started. 
So "watch his smoke." Locust Point feels 
honored in having him as a representative 
in this drive. 

Go Get 'Em. 

The shades of night were falling fast 
As up the City Street there passed 
A man, who muttered as he ran. 
First in one store, then out again — . 

Go Get 'Em. 

He'd worked from dawn till dewy eve 
With energy — none would believe, 
To get the freight, and have it go 
With Safe dispatch, by the B. & O.— 

Who Got 'Em. 

The B. & O. Vets were on the job; 
The fight they made, and the miles they trod 
W'ere many, and they've set the pace, 
And welcome others, in the race — 

They'll Get 'Em. 

So now, together, let's work with a will 
And copper the cars, and .so fill the till. 
As loyal employes, we'll settle this race. 
And list B. & O. right in the first place — 

We'll Get 'Em. 

Introducing F. W. Melis, a Baltimore 
and Ohio Veteran, one of the shock troops 
of the Railroad, who are ever ready in an 
emergency; a seasoned veteran who has 

weathered many a storm at Locust Point 
and is still on the firing line, able to match 
any one (half his age) either in efficiency 
or dispatch. Of German parentage he is 
known among his friends as "Kaiser Bill." 

Mr. Melis entered the employ at Locust 
Point as a freight handler in 1878, and by 
his assiduous attention to business and 
careful consideration of the Company's 
interests, has risen to the position of chief 
clerk in charge of Export. 

His loyalty to the Company as well as to 
his adopted country are unquestioned; his 
pleasant and engaging manner has endeared 
him to his many friends in the office, and 
to the public generally. 

Hold on tight, or you'll get dizzy 
If you try to follow "Izzy," 
The snappy man who keeps our car record. 
With his cheerful smiling face. 
And entering every car in place. 
He keeps a record with which no one e'er 
gets bored. 

He is kind and condescending. 

With an energy unending 

As he writes his book as others seldom'can ; 

That I seem to have a notion. 

When time comes for promotion, 

'Tis well to keep an eye on Silverman. 

-J. R. G. 


"The Railroad Timekeeper of America" 

Are You Being Handicapped 
with an Inaccurate W^tch? 

Keep to your schedules by a watch whose 
accuracy is proved by the thousands of rail- 
road men who have tested it. Hamilton 
Watches are the timekeepers most popular 
with American railroad men. Their experi- 
ence points the way for you. 

Conductor Dan Mandaville, shown here, 
has been in Erie service 45 years. His run 
is between Jersey City and Binghamton — out 
on No. 5, back on No. 6. He has been 
carrying for 14 years that Hamilton he holds 
in his hand. 

When you buy, look first at the Hamilton models which 
are the favorites with railroad men, particularly No. 992 
'16 size, 21 jewels). Hamilton Watches range in price 
from $40 to $200; movements alone, $22 fin Canada, $25* 
and up. Send for "The Timekeeper" — an interesting 
booklet about the manufacture and care of fine watches. 
The different Hami'tons are illustrated, and prices given. 

HAMILTON WATCH CO., Lancaster, Pa. 

Please mention our magazine ichen meriting advertisers 


Baltimore and Ohio Magazine, June, iq2I 

How they looked in 1005. Supervising, clerical and inspection forces at Locust Point 
Left to right, front row: Charles Lang, Elmer Donovan, "Will" Gover, George Marshall, "Pete" 
Blinke, "Father" Coughlin. Middle row: "Jack" Mclntire, "Bill" Leukel, "Pop" Adams, "Jack" 
Stevens: P. H. Barnes, general foreman; "Fred" Sommers, car foreman;- "Bill" Thomas, "Gus" Hart- 
man, "Jack" Williams. Pack row: "Lige" Burton, John Stump, "Jimmy" McCann; G. T. MacMillen, 
chief c'.erk; "Jack" Jones, "Bob" Jones, "Chris" Sandler. 

The Locust Point employes extend their 
sympathy to Agent J. M'. White in the 
death of his father at McLeansboro, 111., on 
May 5. Xot having had the pleasure of 
being actiuainted with Mr. White, Senior, 
we are in no position to present an extended 
eulogy; yet, from our intimate connection 
with our agent as a man, we feel confident 
that the deceased was a "worthy sire of a 
worthy son." 

Washington, D. C, Freight Staition 

Correspondent, W. L. Whiting, Chief Clerk 

The Grim Reaper has saddened the homes 
of some of those connected with this sta- 
tion during the past month. 

On April 9, Carroll Hobart Mills, age 
23 years, brother of Patrolman William H. 
Mills, died at Providence Hospital in this 
city, of pneumonia, after a short illness of 
about one week. He entered the service as 
brakenian in January, 1916, and remained 
for about two years. Since then he had 
been employed by the Richmond, Freder- 
icksburg and Potomac Railroad at Potomac 
Yards.- The funeral was hehi on April 12, 
and was conducted ly tlie Brotherhood of 
Local Trainmen Xo. 484, of which he was 

The late Carroll Hobart Mills 

a member. Interment was in Glenwood 
Cemetery. The accompanying photograph 
shows what a bright young man death has 
taken away from the community. 

On April 16 Mrs. Mary E. Newcomer, 
mother of our telephone operator. Miss 
Mattie M. Xewcomer, passed away at the 
home of her daughter, Mrs. E. F. Bunnir, 
at Kensington, Md. Mrs. Newcomer has 
t)een an invalid for about six years, but 
finally succumbed to the dread pneumonia. 
The "funeral took place at Jslilford, Bath 
County, Va. The deceased was 74 years of 
age, and was highly respected by all who 
knew her. 

Our deep sympathies are extended to the 
sorrowing relatives and friends of both of 
the above in their hour of bitter affliction. 

Our sick list is still small, for which we 
are truly grateful. M. F. Kelly, otir sealer, 
met with an accident recently which in- 
capacitated him from attending to his 
duties. He w-as unfortunate enough to 
break two or three ribs and otherwise injure 
himself internally. As Mr. Kelly is one of 
the oldest men in the service at this station 
it nattirally will take him some time to 
recuperate; but he is getting along splen- 
didly, and is determined that such an 
accident will not keep him out of harness 
much longer. We hope to see him back on 
deck again soon. 

All who know our genial agent, D. M. 
Fisher, and his good wife, will be pleased 
to hear that Mrs. Fisher is well on the road 
to recovery from a serious illness that lias 
kept her confined to her home for several 
weeks.' She has been under the watchful 
care of Dr. E. J. Gunning, who has success- 
fully brought her through her sickness. 
Everybody rejoices in this as such good 
people as Mrs. Fisher are indeed scarce. 

.\n enthusiastic meeting was held at the 
Union Station in this city on April .20, the 
occasion being the annual "get-together" 
dinner of the Railroad Terminal Young 
Men's Christian Association, and the laying 
of plans for the campaign for membership in 
the Association. This Association is proud 
of its membership of 1436, and it will not 
lie the fault of those present at the dinner 
if that number is not added to during the 
coming year. 

A friendly contest was entered into be- 
tween two teams, captained by Messrs J. 

H. Tonge, superintendent, and C. J. Kohler- 
man, auditor, Washington Terminal Com- 
pany. Mr. Tonge led the Blue, or Air Line, 
and Mr. Kohlerman having charge of the 
Red, or Fire Line. The contest consisted 
of building sections of the road from New 
York City to Jacksonville, Fla., each sec- 
tion representing a -member of the Associa- 
tion. Of course, the team building the 
greatest number of sections will be the 
winners of the contest. No matter which 
team wins, the Terminal Railroad Y. M. 
C. A. will be the gainer in the publicity it 
will receive among those who do not know 
the gri^t value of such a membership. 
Those railroad people who do not belong 
to the Y. M. C. A. cannot appreciate the 
immense amount of good it is doing among 
their fellow railroaders. 

Just try it once, brothers, and see for 

Cumberland Division 

E. C. Drawbaugh, Division Operator 
JOHX SELL,L.P.Clerk,Superintendent's Office 

The accompanying picture is of G. R. 
McKenzie, who has, on previous occasions, 
been mentioned in the Magazine. Mr. 
McKenzie has been employed in the M. 
of W. Department, Cumberland Division, 
since April 15, 1877, and is now 64 years of 

He first entered the service as trackman, 
Rawlings, Md., and on January 8, 1883, was 
promoted to track foreman, McKenzie. He 
has served in that capacity up to the present 
time. After such long and faithful service 
he feels that he is entitled to retirement and 
has made application for pension. 

Mr. McKenzie enjoys the distinction of 
being one of the charter members of the 
Relief Association. 

His section has always been known for 
easy riding track and good appearance. He 
was exceptionally efficient in his line of 
work, having held a record for raising track 
and renewing ties. In one day during 1896, 
with a gang of seven men, he raised and put 
in 237 ties for 21 rail lengths. This record, 
as far as is known, has never been excelled. 
During the same year he was furnished with 
two of the first track jacks that were gi\en 
out on the division. They are still in service 
in good condition. This speaks well for his 
care iti the use of Company's property. 

With his retirement from active service, 
the Company loses an efficient and faithful 
employe, but he has the satisfaction of 
knowing that he takes with him the friend- 
ship and respect of the officers and employes 
on the division with whom he has long been 

The accompanying picture is that of 
Green Spring Tower, cast end Cumberland 
Division. The interlocking is operated 

House of Conducter M. S. Rice 

at Brunswick Md. 

purchased through Relief Department 

Ealtimore and Ohio Magazine. June. 1921 

about two years ago. The rails were taken 
up and sold as was also the rolling stock. 
The engines went to a narrow gauge road 
at Orange, Va. 

G. R. McKenzie, track foreman 

from this tower by air. Operators in charge 
are: G. W. Kaylor, first trick; V. D. Twigg, 
second trick; J. D. Rockwell, third trick. 

Correspondent, Harrv B. Kight 

While I write this the Safety Campaign, 
which began on April i, is ilrawing to 
a close, and June with its figures per- 
taining to this special drive, will show us 
just how careful we have been and where 
we stand. 

It is pretty fine work for a Company, 
which, knowing the many dangers that con- 
front its employes every day, in whatever 
c\Tpacity they may be, has taken the 
interest that our own Baltimore and Ohio 
h-is to reduce the number of accidents and 
loss of life. 

Meetings are held, circulars are posted, 
signs are made and put up, to remind you 
that our President places Safety "above 
c\-erything else" and wants you to be care- 

The accompanying picture is of the 
wrecking crane at Keyser, loading all that 
\v:is mortal of the T. M. & P. Railroad. 
Tiie Twin Mountain and Potomac Railroad 
was a narrow gauge road, which ran from 
Keyser to Twin Mountain, W. Va., through 
the peach orchards, and the idea was to 
hnndle all the fruit from that territorv. 
Their equipment consisted of two up-to- 
date narrow gauge engines, two vestibuled 
passenger coaches and about 20 or 25 
freight cars. It was in operation for several 
years but on account of not being a paying 
prosposition the service was discontinued 

Pittsburgh Division 


E. N. Fairgrieve, Car Distributor, Office 

of General Superintendent 
Elmer H. Stoltz, Pittsburgh Freight 


To Our Old Pal 

By J. F. Hines 

Today we are honored by one you alljknow, 

A 42-year man on our B. & O. 

He has kept Safety First in his mind all the 

And all feel very proud of Martin Devine. 

He has pro%-ed to the Company, loyal and 

And our chairman is always willing to do 
Anything in his power, as long as he can 
To help him along, for no better man, 
Could come to our meetings and give us a 

Than our ftiithful old comrade, Martin 


He was our "truck loader" for many a year. 
And for doing things right, you never need 

He would start each man out with "Hurry 

right back. 
For we want to unload every car on the 

So don't keep me waiting and stop killing 

If you want your truck loaded by Martin 

Devine. " 

Though he's past 96 there's a smile on his 

And a look of contentment there you can 

He can tell lots of yarns, good songs he can 

And give you the steps of the old Highland 

This his wish to the boys when he bids us 

"May 3'ou live forever, and I never die." 

Our Veterans 

You should have seen the grand display 

At Pittsburgh Freight House Saturday. 

The Veterans of the B. & O. 

Were here and made a splendid show. 

All the "Old Timers" were in line, 

And every one was feeling fine. 

The program was quite well prepared. 

But the flashlight had a few much scared. 

But bear in mind — don't be mistaken — 
All were there when the "snap" was taken. 
There were Madden, McConnell, Melia and 

With Greenwood and Turner, all filled with 

So Verones, Donahue, Kelly and King, 
And McCullough and Dierker were an.xious 

to sing. 
McDonald and Pollock, Flavin and Joyce, 
Posteraro, so quiet you could not hear his 
■ voice. V4) M 

Spangenberg, Lansker, Redman and Keane, 
Were running around like chicks in the rain. 
Fischer and Mary, Meehan and Schmidt, 
With Blumenschein, too, made a very good 

IVIinoque and Leonard were there too, bv 

Each as proud as a peacock, along with Miss 

And right in the center was Martin Devine, 
You will all agree that he looked very fine. 
Maloney? You'll find him, standing near 

The whole happy bunch looked like just old 


Green Spring Tower 

Th. r ..f the T M and P R R at Keyser, W. Va. 

Please mention our magazine zclien writing advertisers 


Baltimore and Ohio Magazine, June, ig2i 

X X' 

*ere seconds' court f^ 



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without one pennv down. 


625 Thomas Building Topska, Kan. 

The Home of th'- Great Santa Fe Railway. 
Mail Coupon Today 

A letter, post card or this coupon will biing My Beautiful 
Watch Book Free. 

SANTA FE WATCH CO.. 625 Thomas Building Topeka. Kansas. 

Please send me your New Watch Book with 
the understanding that this request does not obligate 
me in any way. 

Address . 



i!'J .2n 





10 /^^\ t- 






Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine, June, 1921 



Seated, left to right; J. T. Campbell, Patrick Melia, John McClain, G. W. C. Day, Martin Devine (96 years old), S. J. Hutchinson, H. S. McConnell, A. 

Madden, W. F. Deneke. Standing: S. G. McCullough, John Spangenberg, B. T. Lansker, D. Varones, M. J. Flavin, J. A. Kelly, L. W. Redman, Miss 

Katherine Beck, R. H. Dierker, W. J. McDonald, Michael White, P. Minoque, M. Pollock, M. A. Greenwood 

If you think that the photo was not handled 

Just look at the end men — Deneke and 

That will tell the whole story, it's a pleasure 

to know 
They're both right on the job for the good 

B. & O. 
To top off the affair, I'm delighted to say, 
We were honored by Hutchison, McClain 

and Day. 
When the pictures are finished, they'll be 

something to show, 
And you'll know why we're proud of the 

great B. .S: O. 
And there is no place in this whole creation, 
That can hold up the candle to Pittsburgh 

Freight Station. 
And the rest of the force that were not in the 


Said "You can bet your life, we'll be there 

next time, 
For it is surely an honor to be counted here, 
With Agents Deneke and Campbell, year 

after year." 
And as time rolls on, if you should look back. 
You'll say "I know that I am on the right 

For just as the bakerman kneads all the 

We are needed right here on the good B. & O. 

An honor service roll gotten out for the 
meeting described by the rhymster shows 
the following: 

G. W. C. Day, division operator, 51 years; 
S. J. Hutchison, depot ticket agent, 42 
years; John McClain, claim clerk G. F. 
office, 42 years; Martin Devine, truck- 
loader, *42 years; A. Madden, warehouse- 

man, 40 years; H. S. McConnell, cash clerk, 
54 3'ears; W. F. Deneke, terminal agent, 33 
years; J. T. Campbell, assistant terminal 
agent, 33 years; P. Melia, delivery clerk, 32 
years; W. J. McDonald, chief claim clerk, 
31 years; H. White, station electrician, 31 
years; M. Pollock, delivery clerk, 31 years; 
J. L. Kelly, delivery clerk, 31 years; M. J. 
Flavin, delivery clerk, 30 years; D. Varo- 
nese, sweeper, 30 years; J. Spangenburg, 
delivery clerk, 30 years; B. T. Lanaker, 
routing clerk (night), 29 years; L. T. Red- 
man, delivery clerk, 28 years; S. G. McCul- 
lough, abstract revision clerk, 24 years; P. 
Minogue, delivery clerk, 23 years; M. A. 
Greenwood, chief clerk, 22 years; R. H. 
Dierker, cashier, 22 years; Miss K. Beck, 
assistant accountant, 20 years; John 
Meehan, stower, 20 years; S. F. Posteraro, 
accountant special bureau, 19 years; A. L. 

Left to right, seated: George Schmidt, W. G. Blumenschein, J. F. Hines (poet), J. T. Campbell, Martin Devine, W. F. Deneke, P. J. Leonard, S. F. 
Posteraro, A. L. Mary. Standing: J. G. Fisher, John Meehan, W. E. King, C. J. Maloney, J. S. Joyce, J. J. Donahue, William Porter, William Keane 


Baltimore and Ohio Magazine, June. iq2I 

Man', accountant special bureau, 19 years; 
J. J. Donahue, yard delivery clerk, 18 years; 
W. E. Keane, yard delivery clerk, 18 years; 
W. G. Blumenschein, chief rate clerk, 17 
years; George Schmidt, claim investigator, 
17 years; J. F. Hines, chief receiving clerk, 
16 years; J. vS. Joyce, claim clerk, 16 years; 
P. J. Leonard, foreman, 15 years; J. G. 
Fisher, assistant rate clerk, 14 years; C. J. 
Maloney, assistant foreman, 13 years; W. 
E. King, crane operator, 13 years. 

'Pensioned October, 1912. 

Charleston Division 

Correspondent, M. W. Jones, Secretary to 

Superintendent, Weston, W. Va. 

"Think About It." 

There's a famous saying on the Charleston 
Division, which we don't follow, but we 
notice other fellows take a crack at it once 
in a while. Here it is: 

When you're feeling real disheartened 

And your work you cannot do, 

When the junk stacks up before you 

And you never can get through. 

What to do? "Pass the Buck. " 

When you go to see old Sevems 

And you want some info' bad. 

And he cannot seem to find it. 

What's he say? 

"You have those papers." "Pass the Buck." 

When there is a big derailment 

And the cause of it is dim, 

And you go to see the T. AL 

What's he say? 

"You find it." "Pass the Buck. " 

When you want to find a letter 
And you go hunt up the girl 
Who's supposed to keep them safely 
But this one she cannot find. What's she 

"You never wrote it." "Pass the 


When you hear about the failure 

Of the engine on the train 

Pulling all the varnished cars on the Division, 

And you go to see dear Dicky. What's he say? 

"It is the coal." "Pass the Buck." 

When you go to call on Schidey, 

And the bowling you discuss, 

And you want to know the reason 

Why he fell down on the job. What's he say? 

"I was tired." "Pass the Buck." 

Then there is our old friend Pickens 

Personal injuries are his forte 

But he cannot find the reason 

Why the man has smashed his toe. What's 

he say? 
"Why search me, I didn't do it." 

"Pass the Buck." 

Now we come to Charlie Dixon, 
The fellow with the cars. 
And we want to know the reason 
Why we get no cars at all. What's he say? 
"They didn't give we any, not mv fault. " 
"Pass the Buck." 

We'll now call upon Miss Hayden, 

The girl who never smiles. 

And we want to know the reason 

Why the ring we cannot find. What's she say? 

"He took it back." "Pass the Buck." 

What's the reason, Mr. Criswell 

That this claim you cannot pay? 

Charlie follows all the former, 

In the same old-fashioned way. What's he 

"Up to Baltimore," says Charlie. 

"Pass the Buck." 

Did you ever see a railroad 

Where they didn't pass the buck? 

It's just an endless chain. 

But no more we find today. 

And so unto the Editor, we'll all iust 


(But the Editor is human 
And we will likely find a note 
Reading "Printer, do the best vou can 
With this— I guess I'll ' Pass the Buck.' ") 

.Benwood Shop 

Correspondent, Angela J. Applegate 

I don't think this picture needs an intro- 
duction, for it shows former Miss Blanche 
Frankhauser, stenographer to the store- 
keeper, and Miss Ruth Vernon, also from 
the Storekeeper's office. This picture was 
taken at Blanche's home in Parkersburg, 
and fully explains why Ruth makes so many 
trips to that city — so Ruth says — but Cupid 
tells us there is a "he" in the case. 

On May 2, Conductor E. J. Bowen 
stepped in front of engine 2305, at Clarkson 
Mine, and sustained a sprained ankle and 
a number of bruises. We all wish him a 
speedy recovery. 

The call of Spring has prompted a number 
of our shop employes to purchase auto- 
mobiles. "Jerry" Donovan is the proud 
owner of a Ford sedan, while Roy Xease has 


and address U. S. A 

iVof one cent in advance eor this combination 

7-Window Pass Case, Card Case and Bill Fold 

Will show 7 reKular >ize passes, identirtcation cards, 
and photos, each under ast-parate transparent celluloid 
face protectinjf it irom airt and wear. Also has gusseted 

Cockets for smaller caras and roomy billfold pocket in 
ack. Railroad men tell me it is the handiest thinp they 
ever saw. Over 20,000 of them now being carried. 

Your name and address (3 lines) and 
your emblem or insignia (road, brother- 
hood, lodge— I have them all) engraved 
in 23K gold absolutely free. This work 
alone is worth $1.50 of anybody's money. 

Case is beautifully made of fine black seal (rrain 
genuine leather. Strongly eewed. neat and conven- 
ient. Size. 3 1-2 X 4 1-2 inches closed. 
Don't send me a single penny in advance. Just send 
your name and address on the coupon below with the 
emblem or insignia vou want. I will send you this won- 
derful pass case at once. an<l when the postman deliv- 
ers it to you. when you actually have the goods, pay 
him only $8.00 and postage. I positively (uaranlee 
that if you don*t think this is the best buy you ever 
made, you may return it and I will refund your 
money Immediately. I have been in this busi- 
ness for over 10 years 
You take no rlskl Send the coupon TODAY I 

yai Olaf Halvorsen, The Pass Case Afan,. 

■ Dept.401S Masonic Temple, Chicago 

■ You mny spnd me your senulne leather 7<Wlndow Pass 

■ Case with my nnme. city, state ami rmblem entrr«vc<l in 

■ 23K gold. 1 will pav the postman only $:i.O(l an.l posture 

■ whonhf delivers it. If I am not i-ntirely satlsfie.I with the 

■ rasf. I will return it and you will refund my money at onc«. 

■ 1 take no risk. 





City State 

D« sur« to pnnt nam*, stc. cl«arly 

Blanche Frankhauser and Ruth Vernon, 
of Storekeeper's Office at Benwood. 

a Stephens, and Harold Schafer, our 
efficient man-hour clerk, is sporting an 
Oldsmobile. Coach Foreman Selwood, 
Wheeling, has purchased a Paige; he told 
us to tell his Baltimore and Chicago friends 
that he would soon pay them a visit with 
his wife (or, if not his, somebody else's). 

Calvin Reisinger, stenographer to the 
storekeeper, recently appeared all dressed 
up in a new suit, without collar or tie. 
Upon inquiring about the absence of the 
collar, we learned the baby had swallowed 
the collar button, which necessitated daddy 
using a pin. Cheer up, "Cal," such are the 
trials of a married man, especially in a small 
town where they don't sell collar buttons. 

About 7.30 p. m. on April 30, Miss Rose 
Grineage, car preparer. Wheeling Coach 
Yards, was struck by an automobile. She 
was rushed to the Ohio Valley Hospital, 
where it was foimd she had a fractured 
skull. At the present writing Miss Grineage 
is in a very serious condition. We sincerely 
hope for her recovery. 

George Selwood, our prominent coach 
foreman, informs us that Electrician George 
Frank is the proud daddy of twins, bom 
on April 11, nameh', Marie, who weighed 

W. Spillc, pass clerk and Magazine corres- 
pondent. General Offices, Cincinnati. 

Please mention our magazine n'hen writing advertisers 


Baltimore and Ohio Magazine, June, 1921 


7 pounds, and Benjamin, who weighed 6>2 
pounds. Congratulations, George! We are 
anxiously waiting for their photographs for 
our Magazine. 

Fireman C. M. Duling is the proud 
daddy of a baby girl, born on May i . 

George E. Rodeheaver, pipefitter. Wheel- 
ing Coach Yards, has purchased a new 
home and also a Paige car. Mr. Rodeheaver 
is a young benedict, you will remember. 

In order that the Wheeling Division may- 
print all the news, it is necessan.^ that the 
correspondent receive the cooperation of all 
the employes. In the future kindly make 
a note of all the important events and either 
send them in or 'phone 24 or 25, Benwood. 
This will be highly appreciated. 

Western Lines 

General Offices, Cincinnati 

E. W. Spille, Pass Clerk, General Manager's 

E. H. Hexken, Assistant Chief Clerk, Divi- 
sion Freight Office 

Edwin W. Spille, Our Correspondent 

By Thomas A. Murphy 

The accompanying is an excellent likeness 
of the correspondent for our Magazine in 
the Cincinnati General Offices, who is re- 
sponsible for a great deal of the interest now 
being taken in at least one particular portion 
of our monthly publication upon its regular 
appearance. Permit us to introduce to you 
E. W. Spille, of General Manager Begien's 
office. "Ed," as he is known, is recognized 
for his friendly and generous disposition, 
which characteristics have gained for him a 
host of friends and widespread popularity. 

Mr. Spille is prominently identified with 
athletic activities, his specialty being base- 
ball. He is a member of the Elks, the Rail- 
road Fellowship Club and the R. A. O. 

No, girls, he isn't married! 

New Castle Division 
Correspondent, J. A. Jackson 

New Castle Division OfiScers 

D. F. Stevens. . ..Superintendent, .New Castle Junction 

C. P. Angell TrainmaRler, New Castle Junction 

J. A. TsCHouR. .Master Mechanic, New CTastle Junctinn 

E. J. Co BR ELL. .Division Engineer. New Castle Junction 

J. P. DoBSEY Trainmaster. \\':llard. Ohio 

J. L. Shhivek Road Foreman of Engines. 

p^ New Castle Junction 

J. M. Griffim. . Division Operator, New Castle Junction 
C. M. Trlssell Chief Train Dispatcher, l< ^ 

New Castle Junction 
J.'A. Phelps Chief Train Dispatcher. 

New Castle Junction 

G. H.ISarff Chief Train Dispatcher, 

< New Castle Junction 

F.' W. Green; Assistant Trainmaster, 

New Castle Junction 
W.SH.IYeacer Terminal Trainmaster, 

New Castle Junction 
R. E. Pyle.. .Terminal Trainmaster, Youngstown, Ohio 

P. H. Groscup Division Accountant, »• i 

^"iH New C?astle Junction 

R.'Childers Claim Agent. Youngstown, Ohio 

E.'H. Mecksiroth . . . .General Car Foreman, • i 

New Castle Junction 
H.JF. Schwab Storekeeper, New Castle Junction 

Ohio Division 

Correspondent, A, E. Erich, Secretary 
to Superintendent 

Erecting Shop Foreman J. B. Welsh re- 
ently returned from a trip to Florida. The 
southern climate certainly seems to have 
agreed with " Jack. " 

We are glad to announcethat Boilermaker 
Foreman F..J. Rahrle is back on the job 
ifter being off duty quite a while because of 

R. Titus, boilermaker apprentice, who 
5roke his arm while cranking a "Ford," is 
apidly regaining the use of the injured 

S. Dray, machinist helper, is the proud 
father of a son. Congratulations! 

G. W. Seffens, clerk, Division Account- 
ant's office, is smiling over the arrival of a 
7-pound girl. 

We extend to Conductor W. A. Hall our 
sympathy in the loss of his mother, who 
died on April 9. 

Andrew Meinfelter, formerly employed 
as tinner, Chillicothe Shops, and who was 
rehired on pension several years ago, died 
at the home of his daughter Mrs. W. F. 
Bauer, on April 18. 

If the daylight saving plan is adopted 
ocally. Fireman C. E. Harper states he will 

be in doubt as to his young son's age. This 
young man was ushered into his home on 
October 26, 1919, just at the hour when the 
time was changed back one hour, and the 
way " Harp " has it figured, he has the time 
beat one hour as it now stands, but if the 
clocks are turned up one hour again, it will 
change things around. 

Our Business Getters 

Miss Margaret Thacker, demurrage clerk, 
local freight office, while in conversatic)n 
with a shipper, who had intended to ship a 
carload of merchandise from Chillicothe to 
Detroit over another line, spoke to him 
about letting this car be routed over the 

"Keep These Men" 

"Brovn, I've been putting the axe to the 
pay-roll. I have cut out a lot of dead 
wood — unskilled men we can replace to- 
morrow if necessary. 

'But — keep these men whose names I 
have checked. They draw big pay but 
they know their work. They are the men 
who looked ahead and trained themselves 
to do some one thing better than any one 
else. We can't afford to lose one of them." 

A RE you one of these skilled men who will be 
■^*- kept? Or is the Axe of Unemployment 
hanging over your head this very minute? 

Thousands of men are idle right now for just 
one reason — liny are unskillcJl They work at any 
kind of job they can get, and when a slow-up 
comes, they are the first to be dropped. 

You can climb out of the ranks of the unskilled 
if you really want to do so. Vou can get the 
position you want by spare time study in the even- 
ing hours you now waste. Yes, you can! 

For thirty years The International Correspon- 
dence Schools have been helping men and women to 
win promotion — to earn more money — to get ahead 
in business and in life. More than 2.000.000 have 
taken the Up-road To Success with I. C. S. help. 
More than 130,000 are training themselves for 
bigger jobs right now. 

Would you like to be a first-class Mechanical, 
Electrical or Civil Engineer? A Chemist? An 
.\rchitect? .\ Building Contractor? Hundreds of 
thousands of men have climbed into big jobs in 
the technical professions through I. C. S. help. 

Do you want to advance in Business? In .Adver- 
tising? In Salesmanship? Many of the country's 

foremost .Advertising and Sales Managers have won 
success through I. C. S. training. 

.Accounting? Commercial Law? All over America 
bookkeepers, accountants, office managers, private 
secretaries, are reaping the .rewards of tijje invested 
in I. C. S. training in these subjects. 

Don't let another priceless hour go to waste. 
Let us prove that we can help you to turn your 
spare time into money. 

Without cost, without obligation, tear out and 
mail this coupon. It's a little thing that will take 
only a moment of your time. But it's the most 
Important thing you can do today. Do it right nowl 



Explain, without obligating me, how I can qualify for 
the position, or in the subject, before which I mark X. 

Locomotive Fireman 

□ Traveling Enginct-r 

□ Traveling Fireman 

□ Air Brake Inspector 

□ Air Brake Repairman 

□ Kound House Foreman 

□ Trainmen and Carmen 

□ Railway Conductor 

□ mechanical t.NOINEF.n 

□ Mechanical Draftsman 

□ Toolmaker 

□ Machine Shop Practice 

□ Gas Engine Operating 


□ Surveying and Mappliiff 

□ R. R. Constructing 

□ Bridge Engineer 


□ Architectural llraftinian 

□ Ship Draftsman 

□ Contractor and Builder 

□ Structural Engineer 
I □Concrete Builder 


, □ Pharmacy 



□ K. It. Agency Aoeoantine 

□ U. K. Cen'l Otiice Aco'liu^ 

□ Higher Accounting 

□ Cert. Public Accountant 


□ Private Secretary 

□ Business Correspondent 

□ Stenographer and Typist 



□ Railway Mail Clerk 



□ Electrician 

□ Electric Wiring 

□ Elec. Lighting & Railways 

□ Telegraph Engineer 

□ Telephone Work 


□ Stationary Engineer 


□ Good English ■□SpanUh 

□ AGItlCUI-rritE ■□MatbMu 

□ Poaltry Raisin? !□ Banblog 


Occupation . 


and No 


City State 

Canadians jnay send this coupon ti> International Corre- 
spondence Schools Canadian, Limited. Montreal, Canada 

Please mention our magazine xvhen ivriting advertisers 


Baliimore and Ohio Magazine, June, ig2l 

Eight of the office employes in the depot 
building at Chillicothe 

Baltimore and Ohio, mentioning that it was 
a direct route and assuring h'm the serv-ce 
would be all and more than he could expect. 
He immediately consented to have the 
routing changed, as suggested. 

Frank Lang, bill clerk, also through his 
personal efforts suceeded in having a car- 
load of machinery shipped from Philadel- 
phia to Chillicothe, via Baltimore and Ohio. 

Following copy of letter received by 
Agent Moore, from a large manufacturing 
concern in Ohio: 

My Dear Mr. Moore: 

After being told so many times bv the 
management of this company to write you 
and thank you for the speedy and kind 
manner in which our wants were' handled by 
you and your efficient office force, I wish to 
take this opportunity to do so. 

I am more than pleased to have the 
pleasure of having our manager instruct me 
to write you and express for him the appre- 
ciation of this firm for the manner in which 
our wants were taken care of. 

It is certain that you have won a good 
wann friend in the management of the 

Company, as it was entirelv through 

your efforts that our plant was closed only 
one day instead of three as we at first feared. 

Again thanking you and wishing vou and 
your famil\' the best of health, I remain. 

Production Manager. 

This is only one of the few that the corre- 
spondent could obtain from Mr. Moore, as 
he was somewhat timid about telling these 
things, but it only goes to show what he is 
doing, together with his force, to GET 

Another episode that was brought to our 
attention in regard to Mr. Moore (or as the 
shippers in Chillicothe call him, "B. & O. 
Bill ") : He noticed an old lady who seemed 
somewhat timid about crossing the tracks to 
get on a street car, went to her and offered 
his assistance, which was immediately ac- 
cepted. On parting, she remarked that 
she would certainly try to do something for 
him some day. It was learned sometime 
afterwards that, through her influence, a car- 
load of brass was shipped from Pittsburgh 
via Baltimore and Ohio, when it had been 
intended by the shipper to use another road. 
The revenue obtained by this Company 
from the shipment of this car was wholly 
due to a little courtesy shown to this lady 
by Mr. Moore. 

It was noticed that Agent Moore lost all 
of his hair within 24 hours, preceditig May 3. 
We were son\ewhat alarmed that this may 
have been caused by his hustle to GET 
BUSINEvSS, but upon iiiquiry he set our 
fears to rest, stating that he had discarded 
his toupee. 

Recently one of the officers of one of the 
largest manufacturing concerns in Chilli- 
cothe was induced to use the Baltimore and 
Ohio in making a trip to New York instead 
of another road, which he had always used 
before. After doing so, he remarked that 
in the future he would always use OUR 
railroad for this journey, as he found it was 
a pleasure to ride on the Baltimore and 
Ohio trains. He said also that the courtesy 
shown him by all employes was excellent. 
Another friend for the Baltimore and Ohio, 
by a little effort on the part of an employe ! 

On April 30,' the Elks' Hall at Chillicothe 
was well filled with employes. Veterans and 
their friends, who enjoyed the "get- 
together" meeting held by the Veterans' 
Association. W. R. Moore, local president 
of the Veterans, called the meeting to order 
and after a few remarks gave it in charge 
of Superintendent Brown, who engineered 
the program. George W. Sturmer, grand 
president, gave a ver>' interesting talk. 
Local talent who contributed to the musical 
program were: Messrs. James Emmett and 

Edward Brennan, day roundhouse foreman, 
Lima, Ohio. In service since i<)07 

Philip Snyder, Walter Thatcher, L. Minch, 
C. Thompson and Mrs. Thompson. After 
the meeting the evening was devoted to 
dancing, etc., until a late hour. Punch and 
cakes were served throughout the evening. 

One of the leading business men of this 
country once said " LOVE YOUR WORK— 
then you will find pleasure in mastering it." 
There is no question but that the bunch 
shown in the accompanying photograph, 
who are employed in the several offices of 
the depot building at Chillicothe, find 
pleasure in their daily duties. (Note the 
smiles.) They are, reading from left to 
right : F. Eichenlaub, Bertha Streitenberger, 
W. NeaJ, Edith Woodall, Mildred Curtis, 
R. West, Osma Foster and Eva Eberlc. 

The seven deadly "accident" sins, can 
be named as follows: CARELESSNESS, 

Think SAFETY. Remember the wife 
and kiddies at home and be SAFE for their 
sake. Don't be guilty of any of the seven 
deadly "accident" sins. 

It is with regret that we have to report the 
death of Francis B. Brake at his home on 
April 2C). Brother Brake was in service as 
a painter, for over 40 years. He was well 
known by hundreds of employes, who 
extend to his widow their sympathy. 

Indiana Division 

Correspondent, H. S. Ad.\ms, Chief Clerk to 

Miss Mabel Spear, daughter of Mr. and 
Mrs. J. F. Spear, and Sheldon L. Vanboy 
were quietly married on April 11 at Sey- 
mour, Ind. The marriage was a complete 
surprise to their many friends there. 

The bride is a popular young lady of this 
city and attended the local schools. Until 
a few weeks ago she was employed at The 
Sparta. Mr. Vanhoy, who is the son of 
Mr. and Mrs. George Vanhoy, North 
Wali'ut Street, is one of our well-known 

Resolution of O. R. C. Division 
281 on the late J. F. Keegan 

burgh Division, has requested that 
the following appear in the Mag.\zine : 
O. R. C. Division 281 

Sunday, April 3, 1 921. 
At a regular meeting of the O. R. C. 
Division 281, on Sunday, April 3, 192 1, the 
following Resolution was unanimously 
adopted by the membership : 

Resolved: That, whereas, in the death of 
our beloved and esteemed General Superin- 
tendent, Mr. J. F. Keegan, the Baltimore 
and Ohio Railroad Company has lost one of 
its most devoted, loyal and efficient officials, 
and the men on the Pittsburgh Division a 
humane, kind and trusted friend; therefore 
be it further resolved, that we express our 
heartfelt sorrow at his loss, and extend to his 
wife and daughter our sincere and deep 
sympathy in their hour of trial. We echo 
the thought and prayer that our Heavenly 
Father may comfort and console them as 
they travel through the Valley of Gethsem- 

Signed: P. T. Ellery, ; 

Joseph Meehav, 
T. A. Joyce, 

Approved : 

J. F. Homer, Chief Conductor. 
J. A. Fisher, Secretary. 
Uncle: Only fools are certain. Tommy, 
wise men hesitate. 

Tommy: Are you sure, L^ncle? 
Uncle: Yes, my boy, certain of it. 

— Exchange. 
His Vacation 
Lazy Mike: I have a new position with 
the railroad company. 

Weary Rhodes: What ja gona do? 
Lazy Mike: You know the fellow that 
goes alongside the train and taps the axles 
to see if everything's all right? Well, I help 
him listen. 

Passenger crew on S. V. A E. R. R., Jenkins, 
Kentucky. Left to right : R. Roberts, baggageman ; 
Oscar Arrington, flagman; John Moore, con- 
ductor; Leonard Hopkins, fireman; "Ben" 
Norris, engineer. 



President Harding Looks at a Picture 


HERE on my desk 1 am keeping a photograph of a group of my old friends, 
taken on my front porch one day the past Autumn. It has been a reminder 

I and an inspiration to me many times, a reminder of the unhmited possi- 

1 biHties of American life, and an inspiration to all effort that those possibilities may 

I be preserved and broadened. Let me point out some of them. 

t Here is a man who started life as a water boy on a railroad construction gang, 

I became a telegrapher, and is now a millionaire captain of industry — head of a great 

I industry which he conceived, built and controls. 

I Next to him is another with a like beginning ; a poor boy who had little educa- 

I tion and no chance but what he made for himself out of this country's opportunities. 

I He is one of the most important railroad executives in Ohio today. 

j Here is one of the men who have made Marion; he w'as a farm boy in this 

I county, didn't know what it would mean to have a dollar to spend freely. Now 

I he is a dominating figure in one of the largest manufacturing industries in the State 

I — an industry whose products go literally all over the world. Down in the bottom 

I row is a young man who came up by the same route. He had nothing, and im- 

j agined himself well started toward success when he became a country telegraph 

I operator and station agent, while yet a mere boy. He has risen step by step to be, 


I today, general manager of one of the country's great railroads. 

I So on through the list. No man in that group of nine started with, apparently, 


J an even start for success. They all knew the hard ways, the real privations. Their 

I story tells us what America means, and why we must make it continue to mean 

I opportunity and inspiration, and the reward of merit. Every work to that end 

j is to be commended and encouraged. 

j Warren G. Harding. 

I {Copyright, 1921, M. I. Van Name, Philadelphia. Reprinted by courtesy of the American Educational Association) 


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'Baltimore and Ohio 



The Old "Super" Says: 

That is my house on the hill there beyond the 
track, just to the right of the roundhouse tower. 
The street cars don't run so often at night and 
when I am late at the office I usually hoof it in a 
bee-line right across the yards for home. 

The other night I had gotten about half way 
over when a couple of cuts of cars came together 
with a crash that made me shiver. If there was 
any macaroni in them, said I to myself, it would 
look like flour after that. And I am used to 
pretty heavy switching, having worked in every 
yard from Parkersburg east to Brunswick. 

The night yardmaster was on the spot be- 
fore I got there. What he said to the switchman 
and engineer would not look good in print, but I 
heard the engineer call back at him as he ran 
back, this time more slowly to make the coupling 
over again: 

"Well, I didn't mean to hit 'em so hard, but if 
we did break some draft gears or sills, it will 
mean more work for the repairers down in the 
car shops." 

Next evening about six o'clock the engineer 
came into my office. It was Jack Redding, one of 
the oldest and best engineers in yard service on 
our division. 

I told him how I came to see and hear what 
happened the night before. Then I quoted his 
remark about making "more work for the re- 
pairers" and I asked him what he meant by it. 

"Understand," he said, "I didn't mean to hit 
the cars so hard, but when that night yard- 
master began to ride me I got hot, and half as an 
excuse and half because I think it is true, I told 
him about giving more work to the car repair- 

"Been down on the repair tracks recently. 
Jack?" I asked. 


"Crowded, aren't they? And there is the same 
condition in every repair yard on the System. 
Right now the Baltimore and Ohio has about 30 
per cent, of all its freight cars on sidings, storage 

tracks, team tracks and wherever they can put 
them, because business is so poor. And ten per 
cent, of all the freight cars on the System are in 
bad order and will be rushed to the repair yards 
just as soon as the Company has money enough 
to have them put in good order. You didn't 
know we had so much work waiting for the money 
to do it with, did you?" 
He shook his head slowly as I continued : 
"I don't know what damage you did to the 
commodities that were in those box cars you were 
switching last night, getting them ready to put on 
Chicago 97 when she came through. But a bump 
like that may have caused thousands of dollars 
worth of damage, not only to the commodities in 
the cars but also to the cars themselves. And for 
every dollar's damage that you did, it means that 
our car repairers all over the System are just that 
much further away from getting back to work and 
wages. You didn't mean to keep them out of a 
job, but you can see how you helped do it, can't 

"The Railroad can't pick money off bushes," 
I went on. "It must get it for carrying freight and 
passengers. Perhaps you don't know that our 
Railroad so far this year has failed to earn the 
interest on its bonded debt by several millions of 
dollars. It is in exactly the same position you 
would be in if you had a note due at the bank to- 
morrow and could not pay the interest on it out of 
your current wages. 

"Every dollar that you save through careful 
switching, coal economy, upkeep of your engine, 
preventing delays and in all the many ways you 
can help, will put those car repairers you were 
thinking about last night back on the job so much 
the more quickly. When you have thought it 
over a bit, come in and tell me if you don't agree 
with me." 

Redding moved over quickly toward the door. 

"I don't need to think it over. Boss. I know 
what you said is the goods. Come down and see 
me again some night and I'll show you how I can 
do it when I really want to try." 

i. — 


Baltimore and Ohio Magazine, Jtily, 1921 

You Can't Get Far without the 
Three "R's" 

HOW many young men and women in 
business today are realizing the 
need for a broader education? 

Many boys and girls are compelled to 
leave school too early in order that their 
earnings may help support the famil3^ A 
few are exceptional, and, with the aid of 
extraordinary ambitions and good environ- 
ments, reach that point where they can be 
pointed out as "self-made." 

Many are handicapped because they 
are not well-grounded in the "common 
branches. " Their opinions are discredited 
because lack of knowledge of the language 
which we are all speaking in this country' 
prohibits them from giving clearness and 
force to what they say. 

Many times we hear men say, "That was 
not what I meant. He misunderstood me. " 
But ability to clearly express his though 
would have prevented misunderstanding on 
the part of the other man. These are the 
little things in business which, when added 
together, either make or mar the success of 
the enterprise. There are young men and 
women holding positions in offices where the 
responsibilities are nearly equal to those of 
salesmen; they see the prospect first and 
his idea of the management is based upon 
his reception. Do such clerks know what 
to do under these circumstances? 

Evening classes, night schools, specialty 
work have all been big factors in improving 
this condition. But unless the employe 
takes advantage of these opportunities, 
nothing can be done. No person can be 
educated unless hc*comes with an open mind 
to his work, Opportunity doesn't knock 
and then go away. But opportunity won't 
embrace you until vou embrace it. 

Meter, Liter, Gram 

OUR brutally arbitrary standards of 
feet and inches having no basic re- 
lation to our gallons and pounds, 
what a complex process it is to reduce cubic 
feet to gallons or pounds? Our foot is 
supposed to be the length of an English 
king's foot, although there were some kings 
more generously endowed than others with 
both feet and understanding. The gallon 
and the pound have not even this poor 
basis to build upon. 

How different it is with the metric sys- 
tem in which there is nothing arbitrary and 
no two things unrelated! The meter, the 
one ten-millionth part of the quadrant of 
the Paris meridian, is directly related to 
the liter, the standard of capacity, which 
is a cubic decimeter, and the gram, the 
weight of a cubic centimeter of water at 
four degrees centigrade. How different 
are the meter, the liter and the gram when 
compared with our foot, gallon and pound! 
How easy it is to reduce meters to liters and 
grams as compared with the kill-brain pro- 
cess of converting feet into terms of gallons 
and pounds! 

How much more difficult it is to multiply 
or divide by 62 >^, 268.8, 537.6, 2150.42 or 
1.244, when we wish to reduce a given 
quantity into pounds, pecks, bushels, gal- 
lons, inches or feet, than the mere changing 
of the position of a decimal point! 

How few can tell off-hand how many 
cubic feet or inches in a peck, a bushel, 
or how many pounds in a cubic foot of 
water? How many college graduates can 
tell you? Recently when an engineer testi- 
fied in court that a cubic foot of anthracite 
weighed 54 pounds not a single judge or 
lawyer questioned the accuracy of the 
statement until a miner in the audience 
said in a stage whisper: "He's thinkin' av 

Ivory Soap!" Yet a French school boy 
will convert liters and decimeters into 
grams at your will. Oh, the brutal waste of 
the life of holy childhood in learning these 
endless tables designed by madmen dead 
and damned! 

Let us have the rational metric system, 
which is as far ahead of our fog\' measures 
as the harvester is beyond the sickle, or the 
elictric motor is in advance of the ox. Why 

should we lag behind the Latins under the 
coercion of custom and the ghosts of other 

The Unkindest Cut 

"It's four years now since he left me," 
said the deserted wife. "I remember it 
just as well as yesterday — how he stood at 
the door, holding it open till six flies got 
into the house." — Boston Transcript. 

You Need These Books 

PRETTY soon you will be called up to take your examination and you will have 
to face a lot of hard questions. Better brush up a little. Our books contain every 
question with its answer you are likely to be asked by the examiner. They are the 
only complete railway books issued giving up-to-date, reliable information. Don't 
put ofiE until examination day comes, but send for the following books at once: 

Westinghouse E T Air Brake Instruction 
Pocket Book Catechism. By Wm. W. 
Wood, Air Brake Instructor. 

A practical work containing examination ques- 
tions and answers on the E T Equipment. 
Covering what the E T Brake is. How it should 
be operated. What to do when defective. Not 
a que.stion can be asked of the engineman up 
for promotion on either the No. 5 or No. 6 E T 
Equipment that is not asked and answered in 
the book. If you want to thoroughly under- 
stand the E T equipment get a copy of this 
book. It covers every detail. Makes Air Brake 
troubles and examination easy. Fully illus- 
trated with colored plates, showing various 
pressures. «2.BO 

Locomotive Breakdowns and Their 

Remedies. By Geo. L. Fowler. 

Revised by Wm. W. Wood, Air Brake In- 
structor. It is out of the question to try and tell 
you about every subject that is covered in this 
pocket edition of 
Locomotive Break- 
downs. Just imag- 
ine all the common 
troubles that an en- 
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happen some time, 
and then add all of 
the unexpected ones, 
troubles that could 
occur, but that you 
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find that they are 
all treated with the 
very best methods of 
repair. Walschaert 
Locomotive Valve 
Gear Troubles. Electric Headlight Troubles, 
as well as Questions and Answers on the Air 
Brake, are all included. 294 pages. Fully illus- 
trated. SI. SO 

Train Rule Examinations Made Easy. 
By G. E. Collingwood. 

This is a book which every railroad man, no 
matter what department he is in, should have, 
as it is written by a man who understands the 
subject thoroughly. Mr. G. E. CoUingwood, 
the author, is a recognized authority on train 
rules and train orders. For years he has edited 
the train rule department in four of the fore- 
most railroad magazines in the United States. 
256 pages. Fully illustrated with train signals 
in colors. 9 1 .SO 

Nearly 500 Questions with their Answers 
are Included. 

Walschaert Locomotive Valve Gear. 
By Wm. W. Wood. 

If you would thoroughly understand the Wal- 
schaert Valve Gear, you should possess « copy 
of this book. The author divides the subject 
into four divisions, as follows: I — Analysis of 
the gear. II — Designing and erection of the 
gear. Ill — Advantages of the gear. IV — Ques- 
tions and answers relating to the Walschaert 
Valve Gear. This book is specially valuable to 
those preparing for promotion. Third edition, 
revised and enlarged. 245 pages, fully illus- 
trated. Cloth. «a.SO 

Air Brake Catechism. 

By Robert H. 

This book is a standard text book. It is th* 
only practical and complete work published. 
Treats on the equipment manufactured by tka 
Westinghouse Air Brake Company, including 
the E T Locomotive Brake Equipment, th* K 
(Quick Service) Triple Valve for freight senrio*; 
the L High Speed Triple Valve; the P-C Pas- 
senger Brake Equipment, and the Croii Com- 
pound Pump. The operation of all parts of th* 
apparatus is explained in detail and a practical 
way of locating their peculiarities and rem*dy- 
ing their defects is given. Endorsed and used 
by air brake instructors and examiner* oa 
nearly every railroad in the United Stat**. 
Twenty-seventh edition. 411 pages, fully illus- 
trated with folding plat*E and diagrams. New 
edition. •2.8O 

Practical Instructor and Reference Book 
for Locomotive Firemen and Engi- 
neers. By Chas. F. Lockhart. 

An entirely new book on the locomotive. It 
appeals to every railroad man, as it tells hioi 
how things are done and the right way to do 
them. Written by a man who has had years of 
practical experience in locomotive shops and 
on the road firing and running. The informa- 
tion given in this book cannot be found in any 
other similar treatise. Eight hundred and fifty- 
one questions with their answers are included, 
which will prove specially helpful to those pre- 
paring for examination. 362 pages, 88 illustra- 
tions. Cloth. 

Link Motions, Valves and Valve Set- 
ting. By Fred H. Colvin, Associate Editor 
of American Machinist. 

A handy book that 
clears up the mysteries 
of valve setting. Shows 
the different valve gears 
in use, how they work, 
and why. Piston and 
slide valves of different 
types are illustrated and 
explained. A book that 
every railroad man in 
the motive power de- 
partment ought to have. 
Fully illustrated. New 
revised edition recently 
published. vs centb 

Locomotive Boiler Construction. 
By Frank A. Kleinhans. 

The only book showing how locomotive boilers 
are built in modern shops. Shows all types of 
boilers used; gives details of construction; 
practical facts, such as life of riveting punches 
and dies, work done per day, allowance for 
bending and flanging sheets and other data 
that means dollars to any railroad man. Second 
edition. 451 pages, 334 illustrations. Six fold- 
ing plates. Cloth. S3. BO 


The Baltimore and Ohio Magazine 

Mount Royal Station Baltimore, Maryland 

Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine. July, iQ2i 



Send drawing or model for exatninatiod and 
report a* to patentability. 



S24 F Street, N. W. Wachinston D. C 

Have you $521? 

"The population of the United States is 
divided into two classes of people," says the 
Vulcan Bulletin, "those who are contented 
and those who are discontented. There 
are men who think that everything is wrong 
and those who, although not contending 
that everything is right, believe that things 
are more nearly right than wrong. The 
man who thinks that things are all wrong 
usually has some definite plan to right them. 
The trouble with him is, however, that he 
has little knowledge of natural or economic 
laws and his plans wouldn't work in practice. 
He's like the man who knows that the 
quickest way to get to the ground from the 
top of a ten-story building is to jump, and, 
knowing nothing about the law of falling 
bodies, he tries it. He makes the trip but 
when he reaches the ground he no longer 
has any use for the hat he went after. 

"Sometimes you hear a man say 'large 
salaries are unjust. All men should get 
the same compensation for the same number 
of hours of work.' He feels" that if all did, 
his income would be increased many times. 
As a matter of fact it would be increase<l 
very little and might be reduced. The 
United States Steel Corporation has been 
accused of paying high salaries to its execu- 
tives. There was a time when the president 
was said to receive a million dollars a year. 
Perhaps he does now. Undoubtedly there 
are many salaries of more than $25,000 a 
year. But the average salary of all United 
States Steel Corporation employes includ- 
ing executives was $5.38 a day in IQ18. 
The average salary of all employes exclusive 
of executives was $5.33 a day. So that it 
all executives were put on a common basis 
with other employes the average would be 
only five cents a day more. If the thought- 
ful direction of executives were eliminated 
from the management of the United States 
Steel Corporation, it is probable that the 
company would have to pay far less than 
$5;.33 a day. 

"So as a matter of fact the small contri- 
bution that each workman makes toward 
executives' salaries is made largely in his 
own interest. If the boss didn't make 
money the office boy wouldn't have a job. 
"Consider the Bell Telephone as another 
instance. If all the salaries which exceed 
$5,000 a year were cut to that figure and 
the amount saved were divided among 
employes who receive less than $5,000, the 
average increase would be less than three 
cents a day. Highly paid men usually get 
what their services are worth to the business 
and if that business did not pay them what 
they are worth some other business would, 
because the demand for big men is always 
greater than the supply. 

"The way to get a big salary is to get it 
out of yourself, not out of somebody else. 
If you make yourself worth more you will 
get more. Sometimes you hear a man sav 
'Capital ought to be equally divided. All 
the money in the Unitecl States ought to be 
put in a big hat and each man draw out an 
equal amount.' This man may have Si, 000 
in the bank, but he is jpalous of the man 
whohas $50,000 or $100,000. He does not 
realize that if his plan were carried out 

he would have to sacrifice part of what he 
has. If he did, he wouldn't be so anxious 
to divide. If all the wealth in the United 
States were divided equally, each person 
would have just $521. Of course there are 
a good iTiany persons who don't possess 
$521 , but those who talk the loudest usually 
possess a good deal more than this amount." 

Purdue Helping Solve Hot Box Problem 

One of the big causes of delay in the move- 
ment of freight is the heating of the journal 
boxes of car axles, commonly called "hot 
boxes." When one journal box in a train 
gets seriously hot it is necessary tcr'stop the 
whole movement of traffic until the con- 
dition can be remedied. This makes very 
timely a series of tests now being carried 
on at Purdue University, to determine 
accurately the benefit to be derived by 
using ventilated lids instead of the solid 
lids now almost universally used on the 
axle journals. The tests consist of eight 
hour runs with heavy loads and high speed, 
during which accurate records are kept of 

the temperature attained in each class of 

The Flavor Lasts 

Up in Wisconsin there was a skunk 
farm adjoining the railroad right of way, 
where thousands of the pretty little crea- 
tures were raised for their skins. On this 
particular night a large number of them, 
escaping through a break in the enclosure, 
started on a moonlight pilgrimage down 
the railroad track. When, a short time 
later, the express bore down on them, they 
bravely stood their ground, and, although 
many were killed, registered a unanimous 
and vigorous protest. It being summer 
time, the car windows were all open, and 
the awakened passengers emerged from 
their berths gasping for breath. At the 
next stop, a division point, even the car 
inspectors fied precipitately and had to 
be coerced into performing their duties; 
and at each station thereafter, everyone 
in sight suddenly had business elsewhere 
the minute the train arrived. 

— Exchange 


Volume 9 

Baltimore, July, 1921 

Number 3 


The Old "Super" Says Inside front cover 

"Cast Thy Bread upon the Waters" 4 

The Railroad Clean-up 5 

Our Grain Elevators at Locust Point L. P. Kimball 8 

System, Divisional and Through Classification E.T.Horn 12 

Engineer Merkel and the 4401 16 

Current Railroad Problems Discussed by "Vice-President Galloway at 

Brunswick Celebration 18 

Colder Shumate Made General Freight Traffic Manager — Other 

Changes and Promotions 19 

The Bargain of "Bummy" Blake Prank Kavanaugh 22 

Have You a Disabled Buddy in Your Shop? 25 

Over Fourteen Hundred Carloads of Freight and Many Passengers 

Secured in Solicitation Campaign to July 2 26 

Safety Section .SS 

Editorial 40 

Pensioners' Roll of Honor 43 

Our Veterans 46 

"Women's Department Edited by Margaret Talbott Stevens 52 

Children's Page "Aunt Marv" 56 

Old King Coal An Employe 60 

Telephones versus Telegraph H . L. Graham 62 

Safety Roll of Honor 64 

Among Ourselves 65 

Sidelights on the Cleveland Division J. E. Fahy 72 

The Railroad Clerk— A Poem Charles H. Minnick 72 

Published monthly at Baltimore, Maryland, by the Baltimore and Ohio Railroad 
to improve its service to the public and to promote a greater community of interest 
among its employes. Contributions are welcomed. Manuscripts and photographs 
will be returned upon request 


Circulation of the Baltimore and Ohio Magazine is over 36,000 copies per issue, 
our aim being to place it in the hands and in the homes of practically all English 
speaking employes of the Railroad. An examination of our advertising will show 
that it conforms to the highest standards. We do not guarantee it, but we be- 
lieve that it means exactly what it says, and for that reason feel free to urge our 
readers to patronize our advertisers whenever they consistently can 

Please iiuiiliun our nuiiiiiziiic ichcn '^•.•riling udverliscrs 

Baltimore and Ohio Magazine, July, iQ2i 

A Full 
Year's Wear 

In Every Pair 

^-is both our slogan and the guarantee which goes^ 
with ever>' pair of 




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Ask Your Dealer 


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Ucn's Garten - 50c 
t-aa les- Mi»»-Ch lid re n ' I 
Hose Supponcrs 25c 

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Radium — A New Element in the Safety 

RADIUM, the most mysterious and 
most powerful element known to 
science, which has the greatest power 
of all discovered sources of energ>', has now 
been linked with the Safety movement and 
will lend its power to the prevention of 
avoidable accidents. So great is its poW'Cr 
that one gram is sufficient to raise a ton of 
water from the freezing to the boiling point. 
If one ton of it were harnessed to a ship 
equipped with 1500 horse power engines, the 
ship would be projjelled at the rate of 15 
knots an hour for 30 years. 

Radium is best known to the world 
through its curative properties in the 
treatment of cancer and through its com- 
mercial value in making radium luminous 
material. The power of radium was made 
known only a few years ago through the 
efforts of a Polish woman scientist, and a 
French and an American professor. RadiutTi 
now treats thousands of cases of cancer an- 
nually, preventing death and eliminating a 
great deal of suffering. , 

Radium's role in industry as a life saver 
is less spectacular, but perhaps even more 
important than it is as a therapeutic agent. 
The great mass of accidents in factories, in 
mines and in other industrial institutions 
where darkness is a creator of danger, are 
being eliminated through the newest inven- 
tion of science — radiuin luminous material. 
Radium illuminated watches are familiar 
articles. The same material that illuininates 
these is now being employed in great fac- 
tories on all power line switches where 
fumbling might mean electrocution to the 

High pressure gauges, which are installed 
as an insurance against dangers, are de- 
prived of a great deal of their safety value 
through inconstant lighting. Their depend- 
ability as indicators is increased tretnen- 
dously through making fhem safe 24 hours 
a day by the application of radium luminous 
material, which is .invariably luminous in 
the dark. Steam gauges and water gauges 
of all sorts are making use of radium to in- 
crease safety. 

Electric switches are often set in places 
which are unlighted. This includes electric 
lighting equipment, which is usually visible 
only after the light it controls has been 
turned on. A spot of radium luminous ma- 
terial on the bottom or switch makes them 
easily located in the dark, so that in emer- 

gency they may quickly be made use of. 

Likewise, a fire alarm or a fire extin- 
guisher is deprived of a good deal of its 
efficiency through being invisible in the 
dark. Radium luminous material acts as a 
quick locator for them. Telephones, which 
are often necessarily found quickly in the 
dark in emergencies, various emergency call 
beljs, and revolvers are made more useful 
through the application of undark. Gun 
sights, illuminated, insure accuracy of aim 
in the dark. The need of luminating poison 
bottles, so that they may stand out wam- 
ingly in the dark has been demonstrated too 
often to need further dwelling on. An 
interesting Safety device is the safe com- 
bination whose dial is radium luminated, so 
that no artificial light need be used for it. 

The industrial uses of radium luminous 
material are many. Bolts that are neces- 
sarily attached to the dark under portions 
of machines and equipment are being 
touched with dabs of this luminous material 
with a consequent great saving of bloodshed. 
In mines where the carrying of oil lamps or 
the placing of electric lighting equipment is 
not feasible, radium has been found to be a 
boon to humanity. There are dark corners 
in the dark underground channels which 
miners must traverse, comers where danger 
lurks — these are made safe through the un- 
varying luminosity of radium. 

The value of radium to mariners is com- 
mencing to be recognized. I^ot only the 

Send l^MiraiiK 


• aiUreu" U.S. A. 

Not one cent in advance far this combination 

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emblem or insignia you want. I will sena you this won 
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ers it to you. when you actually have the goods, pay 
him only $3.0i) and postage. I positively guarantee 
that if you don't think this is the best buy you ever 
made, you may return it and I will refund your 
money immediately. I have been in this busi- 
ness for over 10 years. 
You take no risk! Send the coupon TODAY! 

^■a.OIaf Halvorsen, The Pass Case Man „^ 
• Dept. B401 Masonic Temple, Chicasro 

■ You may send m© your genuine lepther T-Wlndow Pass 

■ Case with my name. city, stite an.l cirhlcm rnKraved in 
r 23K gold. 1 will pay the postman only *;i.po and postage 

■ when he dellvera It. If I am not entirely satisfied with Iho 

■ case, I will return it and you will refund my money at once. 

■ 1 talte no rislc. 





B3 sure to prtnt name, etc. clearly 

compass dials, but the steering wheels, the 
gauges and other instruments which should 
be instantly and uninterrruptedly visible 
have been touched with radium. Motor- 
ists, motorcyclists, and the operators of any 
machinery which has indicating dials or 
gauges which tell of the speed of the motor 
or the quantity and mixture of fuels and 
oUs, are finding the solution of their diffi- 
culties in radium luminous material. The 
hazard of uncertainty has been reduced. 

While radium is the most valuable ele- 
ment in the world — a gram of radium, 
which is about a thimbleful, costs $120,000, 
as opposed to $150 for an ounce of platinum. 
So powerful is it when mixed with other 
materials that even the minutest particle is 
effective in making material self-luminous 
for years. It is this quality which makes 
radium luminous material comimercially 

The great value of radium is due to its 
scarcity, and to the great difficulty in 
isolating it after it has been found. Much 
of the radium of the world is now found in 
America, in carnotite fields. A great por- 
tion of this comes from the Undark Radium 
mines in the. Paradox Valley of Colorado.. 

The ore i> found in narrow seams in the 
ground. It is sorted and packed in 100- 
pound sacks and transported 60 miles to the 
nearest railroad station on the backs of 
burros and mules. Thence it is shipped in 
carload lots 2,900 miles across the continent 
to an extraction plant in Orange, N. J. 

Two hundred and fifty tons of ore treated 
with an equal amount of chemicals and 
water yields one gram, which is about the 
size of a pin head. 

The power of radium lies in the penetrat- 
ing character of its rays, which disintegrate 
and travel at the rate of 3,000 miles a 
cjuarter of a second. 

In addition to the use of radium luminous 
material on machinery in industrial plants, 
It is used extensively for the marking of any 
comer or spot which should be visible in the 
dark. Angles of tables and chairs, corners 
in rooms, numbers to indicate cubby holes 
or doorways on which there is no other 
illumination, are touched with a spot of 
undark. Even the valuable electric torch 
increases its efficiency when it has a touch 
of radium on it so that it can be reached 
instantly in an emergency in the dark. 

When other lights fail, when fuses blow 
out, wires break down — radium will glow 
dependably without danger of explosion or 
of burning. 

The employment of radium to help solve 
our medical and industrial problems of life 
safety is as yet in the first stages of its 
development. What the future will bring, 
no one knows. 


A colored woman one day visited the 
court house in a Tennessee town and said 
to the judge: 

"Is you-all the reperbate judge?" 
"I am the judge of probate, mammy." 
"I'se come to you-all 'cause I'se in 
trouble. Mah man — he's done died de- 
tested and I'se got t'ree little infidels, so 
I'se cum to be appointed der execootioner." 
R. W. McGuiRE, 

Charleston, W. Va. 

Please mention our magazine when writing advertisers 

Baltimore and Ohio Magazine. July, iQ2i 



''Cast Thy Bread upon the Waters— ' 

IN FEBRUARY, 19 i3,PresidentWillard received 
a letter from Jules Jusserand, Ambassador of 
France to the United States. In effect it 
stated that he had gotten a communication from a 
French theatrical troupe which had moved in part 
from Kansas City to Pittsburgh, and then to New 
Orleans, where, because of lack of funds, they 
were seriously embarrassed ; that at Pittsburgh a 
trunk belonging to the troupe had been lost in the 
transfer of their baggage and that in view of their 
being strangers in the United States, of their 
financial inability to litigate the claim, and of their 
desire to depart quickly for France, he requested 
that the customary departmental investigation be 
shortened and that refund be made on the basis 
of the appended itemized valuation of the articles 

The justice of the ambassador's note appealed 
to the fair-mindedness of President Willard, who 
wrote him that his request would have prompt 
attention. He then asked his assistant, George' 
H. Campbell, to call on the ambassador and make 
a fair and amicable adjustment. Mr. Campbell 
promptly saw Ambassador Jusserand at the 
French embassy in Washington, explained the 
railroad rules governing the payment of claims for 
lost baggage, and also called his attention to the 
fact that the values placed on some of the items 
lost were probably somewhat sentimental and not 
actual. He said, however, that in order to make 
a quick settlement the Baltimore and Ohio would 
be glad to accept his decision as arbitrator. Am- 
bassador Jusserand agreed, and the check cover- 
ing his appraisal was immediately sent to him for 
distribution to the several members of the 
company interested. 

This was in 19 13 and during the next eight years 
the world was seething in the cauldron of the 
Great War and its aftermath, through all of which 
period Ambassador Jusserand played a leading, 
difficult and notable part. Little wonder then, 
that on the night of April 28, 192 1, the prompt and 
courteous settlement for the lost trunk had been 
forgotten by all the principals in the transaction — 
all but one. 

It was the occasion of the annual banquet of the 
Traffic Club of Pittsburgh, at the William Penn 
Hotel of that city. The diners, leaders in the 
commercial, banking and railroad world, had 
heard the addresses of Otto H. Kahn, internation- 
ally known banker and financial authority, and of 
Mr. Willard, when word was passed from table to 
table that the Vice-President of the United States, 
Calvin Coolidge, and the French Ambassador 

Jusserand, who were in Pittsburgh, were on their 
way to the banquet hall. 

The arrival of the two eminent statesmen was 
greeted by the playing of the Marseillaise and the 
Star Spangled Banner, and with great applause 
and cheering by the guests. Vice-President 
Coolidge spoke extemporaneously and in his 
characteristically interesting and concise manner. 
The toastmaster then introduced Ambassador 

After expressing his pleasure at meeting the 
representative men there assembled, he spoke in 
a general but most complimentary way of the 
splendid service rendered by the railroads of the 
United States as he has observed it. Further, he 
told in detail, but without mentioning the name of 
the railroad or the railroad officer involved, the 
story of the lost trunk. Then, pausing a moment 
and facing the subject of his remark, he exclaimed 
in the delightful accent and the gracious manner 
so characteristic of his people, that the railroad 
president he had referred to was none other than 
one of the speakers of the evening, President 
Willard of the Baltimore and Ohio. Hearty and 
prolonged applause greeted the dramatic an- 
nouncement and showed convincingly how this 
illustration of service and courtesy was appre- 
ciated by all the representative men present. 

No reward was needed for the prompt payment 
of the just claim of the French actors. Yet it is 
interesting to see in this case how the appreciation 
of one's fellow men can reward a thousand fold a 
just act done in line of duty. 

Mr. Jusserand was appointed Ambassador of 
France to the United States in 1902, and for a 
number of years has been dean of the diplomatic 
corps in Washington. 

Distinguished exponent of the finest traditions 
of his race, scholar of wide attainments, diplomat 
of marked ability and judgment, close student of 
American history and ardent admirer of American 
institutions and ideals — these qualities of his 
have done much to quicken and strengthen the 
cordiality existing between the French and 
American peoples. 

And even beyond these notable qualities, one 
feels in him a more personal characteristic — 
which has brought to him, perhaps, the intimate 
friendship of such Americans as Theodore Roose- 
velt a singular felicity in his regard for the little 
amenities of life, aptly illustrated in the episode 
of the lost trunk. 

Baltimore and Ohio Magazine, July, iq2I 

The Railroad Clean-up 

A Neat, Clean, Thrifty-looking Property, Let Us Keep the 

Baltimore and Ohio That Way 

MANY years ago, when the late 
Mr. J. E. Spurrier was super- 
visor of trains during his early 
career on the Baltimore and Ohio, a 
wreck occurred on his territory on the 
Old Main Line. The customary 
clean-up took place and we are sure 
that under his direction trains were 
again running over, the scene of the 
wreck as soon as was humanly 

But Mr. Spurrier's men did not 
effect a clean-up at that time com- 
parable to the one which has just 
been completed over all our lines. 
For in this more recent clean-up, at 
the very scene of the wreck men- 
tioned, in examining into every nook, 
cranny and crevice along the right of 
way, two "Bullheads" came to light, 
two old link and pin couplers, the 
kind used on the old fashioned round 
steel hopper cars. For proof we offer 
the picture on this page. And this is 
only one of the many examples which 
could be presented to show that the 
recent clean-up was a clean-up in 
every sense of the word. 

Those of us who were emi)loyed 
with the Railroad before the war will 
rememl)cr that we had periodic clean- 
ups and after each one felt that there 
was little that had escaped the eyes 
of the officers in charge. The rail- 
roads were under severe criticism — 
as they are today — on the score of 
wastefulness in the handling of sup- 
plies; and yet, to the casual observer 
the appearance of railroad j^roperties 
in general, as one covered them on a 
passenger train, was not at all dis- 
creditable. Track, stations and yards 
looked, on the surface, at least, clean 
as compared with the properties of 
other industries. 

Two "bull heads," old link and pin draw bars of 
the type formerly used on Baltimore and Ohio 
round hopper cars, found during the clean-up on 
the right of way near Woodstock, Md. In how 
many previous clean-ups had these been missed? 

With the coming- of the war came 
the demand for the utmost speed in 
doing everything connected with our 
business life, on the railroads and 
elsewhere. Production reached the 
pinnacle point and, with the incessant 
demand for speed, speed, speed — sup- 
plies were issued in abundance so that 
labor would have the wherewithal to 
keep the trains, the trdops and the 
munitions of war moving in record 

There was no opportunity for a 
clean-up in those hectic times. Every- 
body concentrated on the main issue 
of supplying transportation in an un- 
precedented quantity, and the desir- 
ability of maintaining a clean railroad 
became, of necessity, a secondary 
consideration . 

Readers will remember that with 
only a ver}^ brief slowing up of busi- 
ness in this country immediately fol- 
lowing the armistice, transportation 
continued to have difficulty in keep- 
ing up with production up to the 
autumn of 1920. October was the 
peak month for that period in our 
business and thereafter came with 
'startling rapidity the slump which -^^e 
are still feeling. So that with the 
winter of 1920-1921 over, it appeared 
to the Management of the Baltimore 
and Ohio that, with business greatly 
lessened in volume it was an ideal 
time to start a clean-up. 

As a consequence, on March 25 
Vice-President Galloway wrote an ex- 
haustive letter to General Manager 
Begien of the Western Lines, and to 
the general superintendents of the 
Eastern Lines, indicating to them the 
desirability of proceeding immediate- 
ly to make the Baltimore and Ohio 
the cleanest railroad in America. 
Part of his letter read as follows : 

"I therefore desire that begin- 
ning on Tuesday, April 6, a "Clean- 
ing-Up" Campaign be startedunder 
the supervision of the officers 
named. These should include the 
supervisor and any other officers 
^vhich the division people may feel 
necessary to insure the job being 
properly done and the property 
cleaned up from one end to the 
other as it has never been cleaned 
and picked up before, scouring it 
most thoroughly for every piece of 
material it is possible to reclaim. 

either for further use or for sale as 
scrap. Please do not overlook the 
fact that material frequently gets 
over the bank, into the creeks and 
under the bridges where it falls 
through, and all this should be in- 
cluded in this cleaning campaign. " 
Mr. Galloway also mentioned in 
this letter the fact that the railroad 
situation bulks so big in the eyes of 
the people that it is subject to con- 
tinuous and careful scrutiny b}^ econ- 
omists, legislators, business men and 
other factors entering into the situa- 
tion; and that with the railroad ques- 
tion so prominently before the coun- 
try, it behooved us of the Baltimore 
and Ohio to put our property in so 
clean a condition as not only not to 
deserve the censure of those observing 
the property, but rather to merit 
their commendation. 

It is apparent to everybody that 
keeping a railroad clean is a much 
harder job than keeping a factory and 
its surrounding property clean. The 
Baltimore and Ohio has over 5,000 
miles of right of way and long 
stretches of this are practically unpro- 
tected, and have on either side the prop- 
erties of many people and concerns not • 
in any way connected with or in- 
terested in the Railroad. Away from 
constant police and watchman super- 
vision and with the necessity of hav- 
ing valuable materials distributed 
along the Railroad for repairs, re- 
newals, etc., it is little wonder that the 
public in a sense has come to con- 
sider that anything found lying loose 
along the right of way or near the 
properties of the Railroad is at their 

You who have had occasion to visit 
farms bordering or close to a railroad 
track know what I mean. The tool 
house of the farmer sometimes con- 
tains a section of rail, used as an anvil. 
Track mauls, shovels, crowbars, lin- 

Five tallow pots found buried up to their necks 
in dirt. Did the engineer who took such care of 
them think that the oil wells were running dry? 

Baltimore and Ohio Magazine, July, ig2i 

Material assembled for loading on Pick-up Train 

ing bars, etc., which were once issued 
by a railroad storekeeper for building 
track, may have mysteriously found 
their way into the tool house. A 
track jack — an expensive piece of 
machinery, by the way — sits over in a 
corner. A careful scrutiny of fence 
posts might indicate that they were 
at one time intended for ties in the 
track, and if the wires on these posts 
could talk they might say that they 
were originally manufactured for use 
in the signal department of a railroad. 

This is not, for one moment, to 
accuse farmers of pilfering. It is 
rather, in view of the recent clean-up 
on the Baltimore and Ohio, to make 
every reader, and particularly those 
having to do with material on the 
' Baltimore and Ohio property, under- 
stand that from the standpoint of oiu- 
economy it is essential that we keep 
our property free from all kinds of 
material which can be picked up and 
put to other than railroad uses. It 
is a \-ery exceptional man who, walk- 
ing along a railroad track and dis- 
covering a spike, crowbar, lantern, or 
any other similar material, can be 
persuaded that it is his job to take it 
to the nearest railroad agent and re- 
store it to its rightful owner. 

The same slant which city people 
have on using the facilities of railroad 
stations, whether they are patrons of 
the railroad or not, is the very natural 
slant which people living along the 
railroad track have on the use of our 
facilities. The jjoint we must remem- 
ber is that we should keep such facili- 
ties and material available for rail- 
road use only. 

Following Vice-President Gallo- 
way's letter and beginning on Aj^ril 
6, the clean-up began all over the 
Baltimore and Ohio System, and 
what occurred on the Maryland Dis- 
trict ma}' be taken as an example of 
what occurred elsewhere. 

Each division had its work train, 
which scoured the right of wav from 

one end to the other. The di\-ision 
superintendent, trainmaster, division 
engineer, and track and signal super- 
visors accompanied the train, and the 
general superintendent spent five 
days on the east end of the Baltimore 
Division alone, starting at tidewater 
and coming west. 

There were competent car and 

trackmen to sort and classify the 
material as it reached the pickup 
train, new and second hand material 
being put into separate cars and 
eventually reaching the Mechanical 
or Maintenance of Way Departments 
for reissue or reclamation. Here all " 
new material fit for reissue was deliv- 
ered to the storekeeper. And now, 
when a requisition is received by him 
for any material, it is issued from 
the material secured in this clean-up 
when the items are available. New 
material is issued only when the item 
needed cannot be secured from the 
material collected during the clean-up. 
Material not fit for immediate reissue 
but fit for reclaiming was sent to 
the reclamation plant, and scrap 
material to the scrap bins for sale. 
The material which is being reclaimed 
is being delivered to the store- 
keepers, who are reissuing as needed 
and charging for only at the cost 
of reclaiming. Material which was 
fit for reissue as collected, is not being 
charged for by the storekeeper to the 
departments requisitioning. 

Notable Service Record of Engineer 
George R. Wallace 

The B.\ltimore and Ohio Railroad Company 

office of vice-president 




Mr. George R. Wallace, 
Engineer, Illinois Division, 

Baltimore, Md., July i, 1921. 

The Baltimore and Ohio Railroad Company, 
Washington, Ind. 

Dear Mr. Wallace: 

My attention has just been attracted to your most enviable service record- 
It is rare that a man can be in railroad service over 50 years as you have been 
and not have something occur that might mar his service record. This is par- 
ticularly true when 41 years of that time have been put in as a locomotive engineer, 
27 of the 41, as I understand it, having been as a passenger engineer. In all 
that time you have not only maintained a perfectly clear record but you have, by 
your devotion to duty and loyalty to the service of the Baltimore and Ohio, 
earned two commendatory entries on your service record. 

While I have seen little of you since I f rst went to the Illinois Division dur- 
ing the blockade troubles in 1910, I remember your very good work then. 

This is a record of which you may be justly proud and I want to take this 
occasion to extend to you my heartiest congratulations as well as my best wishes 
for a long and happy life. 

Cordially Yours, 




Baltimore and Ohio Magazine, July. iQ2i 


Hence, although the cost of the clean- 
up all over the System was consider- 
able, it was paid for many times over 
by the value of the material secured and 
available for reissue with or without 

Every piece of the property was 
gone over with a fine-tooth comb, 
from attic to cellar and from front 
door to back. Many were the dis- 
coveries made, and some of the 
stories built around the statement of 
certain officers that certain placeson 
the property were clean, who, after 
further investigation was made, ad- 
mitted that they were far from clean, 
have already become railroad classics. 
An accompanying pictiore shows 
five tallow pots. were dis- 
covered buried up to their necks in 
sand under a store bin, and arranged 
in such a way that the same person 
must have placed them there. The 
days of their several burials must 
have covered a period of ten years at 
least and the engineer responsible for 
the obsequies would certainly have 
been a surprised man to have seen 
them dug out of the dirt and put on 
the pickup train, again ready for ser- 
vice. This was but one of a number 
of illustrations indicating that em- 
ployes, in being over-careful that 
they should have sufficient supplies 
of one sort or another, had made a 
collection of models dating into the 
distant past. 

The lockers of some individual em- 
ployes yielded tools of ancient and 
modem vintage, many of them valu- 
able and perfectly satisfactory for 
use today. That these were found 
in such quantities is due to the fact 
that in the past, an employe having 
a particular job to do and not having 
exactly the right tool immediately_ at 
hand, would request and receive 
another, and then, the job over, wovild 
continue to use the tool, leaving the 
other one in his locker. Or, being 
called upon for emergency work, it 
would be quicker for the employe to 
get a new lot of tools than to go back 
to headquarters for the old ones, 
with consequent unnecessary dupli- 
cation. Such practices, despite the 
clean-up, are, of course, uneconomi- 
cal, and although it is the wish of the 
Management that every employe 
should have good and sufficient tools 
necessary for every job, it is also their 
request that such tools be asked for 
only when they are absolutely neces- 
sary. With 19 carloads of material 
picked up in a single stretch of 22 
miles along the track, the potential 
current saving of watching the issue 
more closelv is apparent. 

And now that the Baltimore and 
Ohio is a clean Railroad to a degree 
to which it has never been before, the 

Management earnestly desires that 
we continue to keep it clean. It is 
easier to do this from day to day by 
individuals exercising their interest in 
seeing that there is no overissue of 
materials or tools, and in picking up 
an(> returning to the storekeeper any 
articles which may be found in the 
course of the day's work, where it is 
possible to do this, than it is to let 
things accumulate for a periodic 

Today the physical appearance of 
our Railroad indicates thrift of the 
highest order. Let us continue to 
appear thrifty, economical and pains- 
taking at all times in the future. 

Another article to appear shortly in 
the Magazine will describe the in- 
teresting reclamation work now under 
wav on a big scale under the direction 
of our Motive Power Department, 
and which is saving thousands of 
dollars to the property each year. 

C. E. Wolford, Cashier and 

The accompanying cartoon illu- 
strating in so effective and interesting 
a way one of the principal problems 
of freight claim prevention was con- 
ceived and drawn by C. E. Wolford, 
cashier at Dayton, Ohio. 

Mr. Wolford entered the service as 
chief clerk on the Toledo division 
in 191 1 and has been promoted regu- 
larly during the intervening period, 
his present position having been given 
him in March of this year. We thank 
Mr. Wolford for his interest in this 
subject and congratulate him on his 
ability in presenting it so well. 

Recommends Savings Feature 
Baltimore, Md., January 13, 192 1. 
Mr. W. J. Dudley, 
Superintendent, ReHef Department, 
Baltimore, Md. 

Dear Sir — I thank you very much 
for the splendid manner in which 
you conduct yoiu: business, also the 
courtesy shown me through your 
office force at all times. 

I am sorry that the ground of my 
property is "not redeemable. I am 
thinking that in the Spring if I can 
get a house to suit me I will gladly 
call on vou for a loan. 

Trusting that you will not hesitate 

in calling on me if at any time I can 

be of anv assistance to you through 

my fellow workers, I beg ^ to remain, 

Very respectfully, 

(Signed) j. H. Vannosdeln, 

Pipe Fitter, Riverside, Md. 


SeCiH Blit (^L0N(t- - 

He K(NOws THe WAY 

Too Precious to Lose 

Drawn by C. E. Wolford {see above) 

Baltimore and Ohio Magazine, July, 1921 

Our Grain Elevators at Locust Point 

The New Mechanical System for the Collection, Storage and Shipment of 

the Dangerous Grain Dust 

By L. P. Kimball 
Engineer of BuiMings 

ONE important function of the 
Baltimore and Ohio Railroad 
as a ccmmon carrier is the 
movement from the middle west of 
freight which is to be exported to 
foreign countries. The principal ter- 
minal for the transferring of this 
freight from cars to vessels is located 
at Locust Point, where all the mer- 
chandise and grain exported from the 
port of Baltimore is handled. With 
the single exception of coal, which is 
handled at the new coal pier at Curtis 
Bay, grain is the most important 
commodity which is handled for ex- 

Some conception of the volume of 
this class of traffic can be realized 
from the statement that during the 
year 1920, 15,625 cars of grain, which 
was hauled over our lines from Chi- 
cago, vSt. Louis, Fairport and other 
western points, was delivered to ves- 
sels at Locust Point for export to 
European countries. To handle this 
grain it is necessary for us to have 
facilities for the unloading of cars, 
.'ttorage of grain subject to owners 
orders for shipment, and the loading 
of grain into holds of shi])s, as well as 
for the drying, cleaning and separat- 
ing of certain shipments when desired. 

Pioneer Grain Elevator Builders in 

The Baltimore and Ohio was the 
pioneer in proA-iding such facilities in 
the port of Baltimore, and for this 
purpose, there was constructed in the 
year 1872a structure known as Eleva- 
tor "A," with a storage capacity of 
500,000 bushels. This was destroyed 
by fire in the year 1891. The present 
facilities are shown in the accompany- 
ing photographs. 

Figure i is a general view of the 
terminal for handling cars. It was 
taken from the Fort Avenue Bridge. 
This picture also shows the two 
elevators, the smaller of the two being 
known as Ele\'ator " B , " and which was 
built in 1874. This is a frame struc- 
ture with metal covering on the outside, 
100 feet wide by 330 feet long, and 
with a storage capacity in bins of 
1,200,000 bushels of grain. 

Figure 2 shows the larger house 
closer up. Known as Elevator "C," 
this was built in 1881 and is also of 
frame construction, the exterior of 
main structure being \'eneered with 
l)rick and the walls of the cupola 
being covered with slate. This house 
is 87 feet wide by 410 feet long and 

has a storage capacity of 1,300,00c 
bushels of grain. 

When completed, these houses con- 
stituted the principal export terminal 
for grain on the Atlantic seaboard, 
which position they continued to hold 
until the develoi:)ment in recent years 
of the large concrete elevators which 
have been constructed by other roads. 

Baltimore Second Largest Grain 
Export City 

That these houses, 40 years or more 
after their construction, are still hand- 
ling their full quota of export grain, 
can readily be seen from the following 
figures, which show the total number 
of bushels of grain loaded for export 
at each port on the Atlantic seaboard 
during the year 1920: 

Xew York 83,101,000 bushels 

Baltimore 55,629,405 busliels 

Philadelphia 24,952,774 bushels 

Portland, Me 18,196,286 bushels 

Boston 6,057.742 bushels 

Newport News 2,398,705 bushels 

Total, Atlantic seab'd :90,335.9I2 bush. 

It will be noted that the port of 
Baltimore handled 29 per cent, of 
the total grain exported — more than 

Figure i - General View of Locust Point Grain Elevators "B" and "C" and a Part of Storage Yard. 

Baltimore and Ohio Magazine, July, iQ2i 


Showine clearly how the grain goes from Cars to Receiving Hopper, by Receiving Leg to Receiving Gamer, to Receiving Scale, to Storage Bin, to Shipping 

Hopper, by Shipping Leg to Shipping Garner, to Shipping Scale, to Shipping Bin, to Boat 

double that handled at the port of 
Philadelphia and second only to the 
port of New York. Baltimore's share 
in this business was distributed as 
follows among the three roads having 
grain export facilities : 
Baltimore and Ohio. . 21,874,578 bushels 
Western Maryland ... 1 8,07 1 ,359 bushels 
Pennsylvania 1 5,683,4 68 bushels 

Total 55.629,405 bushels 

From the above it will be seen that 
the facilities at Locust Point were 
called upon to handle and did handle 
more grain during the year 1920 than 
the recently constructed modem termi- 
nals of either of the other roads. 

Employes Modernize Our Facilities 
Through Skill and Teamwork 

To offset the handicap of using to- 
day facilities designed and construc- 
ted more than 40 years ago for un- 

loading grain received in cars which did 
not exceed 30 feet in length and 500 
bushels in capacity, it is necessary to 
develop a spirit of cooperation among 
all employes and an extremely inten- 
sive use of the facilities provided. 
That this has been ably accomplished 
under the supervision of T. H. Seal, 
superintendent of elevators, and C. 
E. Wood, general foreman in direct 
charge of elevator operation, the 
accompanying figures will readily 

How Grain is Handled 

In unloading cars of grain, it is 
necessar\- to switch them directly into 
the house, for which two tracks are 
provided in each elevator structure. 
Each car is placed over a hopper into 
which grain is unloaded. There were 
provided in Elevator "B" eight hop- 

pers on each track and in Elevator 
"C" twelve hoppers on each track. 
As these hoppers are spaced about 
30 feet apart, it was only necessary in 
the early use of these elevators to 
switch on to each track a cut of cars 
equivalent in number to the number 
of hoppers provided on that track, as 
the average length of the cars was 
such that no further cutting or spot- 
ting was necessary. The increase in 
the length and capacity of rolling 
stock, however, now makes it possible 
to unload a car only at every other 
hopper and in placing cars for un- 
loading makes it neces'iary to cut 
separately and spot each car un- 

A Record Unloading 

The unloading of cars under these 
conditions, of course, requires very 


Baltimore and Ohio Magazine. July, ig2i 

■ H g t 

Figure 2— Elevator "C" with some of the dust collecting apparatus on top of Screening House to the right 

workmen, embedded in the grain and 
hauled toward the door by the wind- 
ing of the rope on drum. The time con- 
sumed in removing grain doors and 
unloading cars by this method is 
usually about 30 minutes for each. 

From Railroad Car to Vessel 

Figure 4 is a cross sectional view of 
ele\-ator on which is shown the 
method of handling grain from cars 
to bins and from bins to vessels, 
which will help to gi\^e a clear idea of 
the operation. The receiving hopper 
into which each car is unloaded is 
connected to a bucket elevator known 
as a leg. This leg consists of a series 
of small metal buckets attached to a 
canvas belt, by means of which grain 
is elevated from receiving hopper to 
the cupola of elevator and there dis- 
charged into a small bin known as a 
gamer. The garner in turn dis- 
charges by gravity into a scale, which 
is in reality a small bin supported on 
scale beams, and which provides 
record for checking weight of grain 
in each car unloaded. The main stor- 
age section of elevator is partitioned 
off into bins approximately 1 1 feet 6 

close attention as to switching and to 
prompt unloading when placed. The 
present combined capacity of both 
houses is 20 cars at one spotting and 
an effort is made to unload these cars 
and replace them as many times as 
possible during working hours. It is 
now a common occurrence to unload 
90 or more cars in a single eight hour 
shift. All previous records were 
broken, however, on May 6, 192 1, 
when 105 cars were placed by two 
switch engines and tmloaded during 
a period of 7 hours and 20 minutes. 
On this particular date, only 18 cars 
could be placed at a single spotting, 
as two of the hoppers in Elevator 
"C" were undergoing repairs. Dur- 
ing this same period, in addition to 
unloading 105 cars, three ships were 
being loaded and one small schooner 
unloaded — all of this work being 
handled with the normal elevator 
force, 82 men for a day's shift. 

When grain is loaded in cars, pro- 
vision is made against leakage by the 
placing inside the ordinary sliding box 
car door of a set of boards known as a 
grain door. When cars are unloaded 
it is first necessary to remove this 
grain door, always a tedious under- 
taking and destructive unless great 
care is used. The removal of the 
grain door permits the grain in the 
center of the car to flow out the door 
and into receiving hopper, under 
track rails. The balance of grain is 
unloaded by means of power shovels, 
large scoops with ropes attached, 
which arc carried to end of car bv 

Figure 3— Interior of Screening House 

Baltimore and Ohio Magazine, July, 1921 


Figure s — Typical gravity spout from elevator, to hold of ship 

inches square and 65 feet deep, and 
after being weighed, grain is delivered 
by gravity from scale to convenient 
bin which has been assigned for its 
reception. Each scale is arranged to 
reach approximately 1 2 bins by means 
of spouts. 

When grain is taken out of storage 
for loading into vessels, gate at bot- 
tom of bin is opened and grain is 
spouted into a hopper in floor of 
elevator. Hoppers for this purpose 
are entirely separate and independent 
from hoppers provided for unloading 
cars, as are the legs, garners and 
scales which are used for the eleva- 
tion, collection and weighing of grain 
for shipment — the process being a 
duplicate of that described for the 
unloading of cars, except that grain, 
instead of being discharged from 
scale into storage bin, is discharged 
into shipping bin. This is directly 
connected by long gravity spout on 
outside of elevator which leads into 
the hold of ship in adjacent slip. 
Method of spouting from elevator to 
holds of ships is shown in Figure 5. 
As each elevator structure has slip on 
either side, it is possible to load four 
ships at one time. During the month 
of April, 192 1, 34 ships were loaded 
from these elevators. 

Export grain terminals are usually 
so arranged that it is necessary to 
handle grain a considerable distance 
on a belt conveyor before same can be 
delivered to spouts which reach ves- 

sels, but in this terminal, dlie to the 
direct connection with ships as above 
described, these elevators are today 

unexcelled at any export terminal for 
speed in loading vessels, as has fre- 
quently been demonstrated by the 
delivery to a single ship of 45,000 
bushels of grain per hour. 

Other Facilities for Grain Owners 

In addition to the mere unloading, 
storage and shipping of grain, other 
services are rendered for grain owners 
— one of the most important of which 
is the dr\'ing of grain. For this pur- 
pose modern grain driers have been 
provided adjacent to each elevator, 
which include conveyors for the de- 
liverv" of grain to drj-er, steam coils 
and fans for the drying of grain and 
its necessary subsequent cooling, and 
conveyors for redelivery of grain after 
being dried, into storage bins. ' These 
drs'ers have a combined capacity of 
6,000 bushels per hour, and their im- 
portance can be realized when it is 
known that they have been in con- 
stant operation day and night since 
February 23 of this year, a night 
shift of 22 men being employed for 
this operation. 

Grain From Bay to Elevator 

A marine leg with a capacity of 
4,000 bushels per hotir is provided at 
the water end of each elevator. These 
marine legs consist of a telescopic 
bucket elevator which is lowered into 
the hold of a vessel and by means of 
{Continued on Page 30). 

Figure 6— Typical dust collection pickup 


Baltimore'and Ohio Magazine, July, IQ2 i 



A Letter from E.T.Horn, General Supervisor Terminals, 
Describing One of the Most Important Improve- 
ments Ever Made In Operating Practice on ** 
The Baltimore and Ohio 

May 23, 1921. 
To the Editor, 

Baltimore and Ohio Magazine, 
Baltimore, Md. 

Referring to your inquiry regarding terminal 
operation and System, Divisional and Through 
Classification as established on the Baltimore and 
Ohio Railroad : 

Classification for our Eastern Lines was effected 
in May, 1919, and was extended to cover the entire 
System six months ago. 

The classification now in effect, and which 
governs the make-up and movement of all freight 
traffic, including empty freight equipment, over 
the entire System, westbound and eastbound, is 
set out in comprehensive form in a book of 107 
pages, under the title of "System, Divisional and 
Through Classification," bearing date March, 
192 1, included in which is an explanatory map of 
the main line and branches. In addition, what is 
called the "Field Classification Book for Yard 
Masters, Yard Clerks and Yard Conductors" is 
furnished for the guidance of yard, detailing 
the classifications allotted to that particular yard. 

As is well known, the beginning of classification 
of cars and trains occurs at the originating, or 
receiving point; and to achieve real and lasting 
results, there is required not only systematic 
methods of operation of yards and terminals, in 
every detail, but a complete knowledge of the 
operation of trains enroute, the territory covered, 
as well as a famiUarity with the volume of busi- 
ness, large or small, received from patrons and 
connecting lines. With these essential requisites, 
the formation of any system, to bring about the 
needed and desired results, must be accompanied 
by the element of fiexibiUty, so as to readily per- 
mit of the addition to or subtraction from the 
structure, as changing conditions demand. 

Full returns from the inauguration of such a 
system will flow only through a rigid observance 
of its provisions, and the responsibility for that 
observance rests primarily upon the district and 
division officers and employes, with the assistance 
afforded by the four district supervisors of ter- 

minals located one each at Cumberland, Md., 
Wheeling, W. Va., Willard, Ohio, and Cincinnati, 
Ohio, under the direction of the general super- 
visor terminals. 

It is more than a pleasure to record that the 
Baltimore and Ohio is receiving the full value of 
its classification system, all officers and employes 
uniting in enforcing and maintaining it with cheer- 
fulness and enthusiasm. 

Briefly defined, classification means quick dis- 
patchments, early deUveries, uncongested yards 
and effective economies, from which must neces- 
sarily follow new and increased business, addi- 
tional revenues and an enviable reputation. 

It means improved operation, by obviating un- 
necessary switching and expense ; insures prompt 
and continuous movement not only of high class, 
but of all classes of freight traffic, as well as of 
empty equipment; proves a valuable aid to the 
Traffic Department by equipping them, in the 
solicitation of traffic, with the lever of dependable 
service ; reduces freight claims ; betters employes 
by systematic work, increasing their usefulness 
and enhancing their value to themselves; helps 
the shipper by delivering his goods on time; 
benefits the general public through prompt and 
efficient service; and, more than all, contributes 
to the success of the Company we serve by the 
economies incident to and improvements growing 
out of its operation, such as, for illustration, our 
ability to handle solid trains for a distance of 300 
to 600 miles without "pulling a pin." 

Some of the substantial benefits now accruing 
to the Baltimore and Ohio through the adoption 
and enforcement of the classification we are 
using are : Increased engine miles ; increased car 
miles; decreased per diem; decreased overtime; 
decreased terminal time and minimum switching 
in all yards; quick and dependable freight service ; 
satisfied shippers ; and lessened liabihty to claims 
from delays in transit and opportunity for thefts 
by delays in yards. 

Yours truly, 
(Signed) E. T. Horn, 
General Supervisor Terminals. 



DIM uNOoi'imrmninitmnnr |^ Jwmiimiaini 


Baltimore and Ohio Magazine. July, iq2i 


System, Divisional and Through Classificaton 

The New Method of Handling Freight Trains Which 
Has A4ready Proved Its Worth 

A NUMBER of years ago two 
officers of the i3altimore and 
Ohio were discussing the oper- 
ation of freight trains. Said the one: 

"Freight trains ought to start on 
schedule time just hke passenger 
trains, and sooner or later the rail- 
roads will come to this waj' of oper- 
ating them." 

"Do you think it can be done?" 
replied the other. 

"Done — of course it can be done. 
If it can be done with passenger 
trains, why not freight trains ? Today 
we may schedule a freight train to 
start at a certain time, but instead of 

to move on definite schedules. It is 
equall}^ well known that until the 
putting into effect of the System, 
Divisional and Through Classifica- 
tion, freight trains, including Q. D. 
and others, did not maintain their 
regular schedules, and for various 
reasons. The principal of these was 
that there was no consist or generally 
understood plan as to how these 
trains should be made up. Hence, 
at the different divisional points they 
had to be taken off the main track 
and put into the yards for switching 
and for being made up over again, 
largely in accord with the conditions 





Dispatching 1^ J- Receiving [ a* 
Yardmatter \ Yardmatter \ 

Engine No 















St. George 




W.ll&rd 1 



Eut Side and 


Cumbo and 

all Yards and 


Cinti-, Lville. 





New CasUe Jct.| Garrett 

and Grafton 



Illustration No. i -Top of one side of Westward Consist Form showing some of dispatching yards and 
a few of symbols for "Loading" freight. 

starting then it starts about then^ 
which usually means half an hour or 
more later. If everybody understood 
that No. 97 was to leave a certain 
place at 10.00 p). m., it would leave 
at that time, instead of 15 minutes 
or half an hour late. In the first 
place everybody would expect it to 
leave then and maintain its schedule 
to destination; and if it didn't a lot 
of people would get all-fired busy to 
find out why — and to remove the 
"why" from further interference with 
the movement." 

It happens that one of the two 
officers speaking was E. T. Horn, 
now general supervisor of Terminals. 
By the way, it was not he who told 
the writer this little episode. But 
it is Mr. Horn who has been the 
wheel horse in the planning and put- 
ting mto effect of the System, Di- 
visional and Through Classification, 
by virtue of which the handling by 
time schedule not only of No. 97, as 
predicted by the* speaker, but also 
of all other important freight move- 
ments on the Baltimore and Ohio 
has been accomplished. 

It is well know to all readers 
familiar with our Transportation 
Department that No. 97 and other 
important quick dispatch freight 
trains have for years been supposed 

obtaining in the yards in question at 
that time and in accord with the 
judgment of the officers in charge. 
Very naturally delays thereby ensued, 
preventing these trains from making 
their schedules. 

The Classification is built upon the Consisa" 

The Consist is, therefore, the 
foundation upon which the System, 
Divisional and Through Classifica- 
tion is built. 

A complete description of this new 
system would be impossible within 
the limits of space permitted here, 
but it is hoped that the following 
skeleton account, illustrating how a 
certain section of perhaps the best 
known quick dispatch train on the 

Baltimore and Ohio, No. 97, is now 
handled, will be illuminating. 

Two consist forms are supplied for 
the use of the officers and trainmen 
involved in the handling of this new 
system. They are Form 871, printed 
on blue paper, for trains dispatched 
from yard to yard eastward; and 
Form 872, printed on yellow paper, 
for trains dispatched from yard to 
yard westward. Illustration No. i 
shows the top part of one side of the 
latter form. 

These consists contain various 
tabulations covering the symbols 
used for slow freight, roof top equip- 
ment, open top equipment, quick 
dispatch, and a special consist for 
yardmasters and train dispatchers 
to show any special equipment 
moving in the train, such as dead 
engines, passenger equipment, live 
stock, etc. 

It will be noted that the top of the 
westbound consist, as , shown in 
Illustration No. i, gives in the ruled 
spaces the names of some of the yards 
on the System from which trains are 
dispatched. On the other side of 
this form are printed in the same 
space the names of all other yards 
on the System from which important 
dispatchments are made. 

Classes of Freight 

This consist shows all classes of 
loading and equipment under the 
headings of: Loading (meaning all 
slow freight), denominated by the 
symbols -shown in the illustration; 
Roof Top Equipment, taking care of 
empty refrigerator, box, stock and 
tank equipment; Open Top Equip- 
ment, taking care of empty coal, 
coke, mill gondolas and flat cars. 
All of these classes of loading and 
equipment have characteristic sym- 
bols, which are shown on the consist 
forms. The application of these 

^. ^,--v ^^ 



r-^vTV 1 



--^ ■■" 





C»r, \ 








Tons N^ 

Ton 8 





BrunBwiofT '' 

Bwk. Willard 


S^wk. Pksbg. 







New Castle Div. 






SL Louis 













Ni. C.„ 









Symbol { Coft 

Srmbol | Cort 



.. ,, 

Y 6 

1 Y 16 

Y 17 

Y 21 

Y 29 1 

Y 39 

Y « 


Y 7 

Y 23 

Y 31 1 

Y 41 

Y 46 

Y 9 

Y 26 

Y 33 1 

Y 47 


Y 27 

Y36 1 

Y 49 

Y 37 1 


Y 61 

















Illustration No. 2— Portion of Consist Form showing symbols for "All 97's" freight. 


Baltimore and Ohio Magazine, July, iq2I 

symbols is given in full in the book 
covering the System, Divisional and 
Through Classification, under the 
dispatchments therein shown from 
the various yards on the System. 

Illustrating the New Practice with No. gy, 
Brunswick to Willard and Chicago 

As it is impossible, on account of 
lack of space, to describe the oper- 
ations of this system of classification 
for all kinds of loading and equip- 
ment, we will take, for example, the 
consist covering the movement of 
trains 97 as shown in Illustration 
No. 2. 

It will be noted that this covers 
the movement of all 97 's on the 
System from Brunswick, which is 
the main classification yard for all 
westbound movements. 

In order to further simplify our 
problem we will take from the accom- 
panying consist of 97 's (Illustration 
2), just that part covering the move- 
ment of No. 97 from Brunswick to 
Willard and Chicago, as given in 
columns 4 and 5. The question now 
arises as to how this is used in con- 
nection with the actual dispatchment 
of trains between yards. 

Turning over the pages of the 
System, Divisional and Through 
Classification to pages 10 and 11, we 
find the instructions set forth in 
Illustrations Nos.3 and 4, showing No. 
97 as made up leaving Brunswick for 
Willard, and as switched at Willard 
and leaving Willard for Chicago. 

Brunswick the Great Westward 
Classification Yard 

The officer handling the making 
up of No. 97 at Brunswick is Termi- 
nal Trainmaster Shields. At other 
terminals on the System this job is 
handled by either the terminal train- 
master or the general yardmaster. 
At Brunswick the terminal train- 
master has a copy of the System, 
Divisional and Through Classifica- 
tion before him. Before freight 
trains arriving from the east for 
westward movement from Bruns- 
wick have arrived at Brunswick, the 
terminal trainmaster there has also 
received consists of these trains by 
wire. Knowing what they contain, 
he is, therefore, immediately on 
their arrival, prepared to switch the 
quick dispatch cars together for dis- 
patchment on their various sections 
to destination. 

All of the freight for the various 
sections of trains 97 originating at 
New York, Philadelphia, Wilming- 
ton, Baltimore and Washington is 
assembled at Brunswick and there 
classified into five sections of this 
train, which leave on certain sched- 

For instance, all of the freight for 
Chicago or Willard and beyond, is 
placed in one section and started 
from Brunswick, and this train is 
not broken up or switched again 
until it reaches Willard. It is per- 
missible, however, to place in this 
train, at intermediate terminals, quick 

-10 - 

NO. 97 


rrvisioNAL poinrs 



BUMOHHK, onoupriG 




cat ion 



Bunch all loading for 
Willard and beyond 

) For Ounbo, Cumberland , 
) ConnonsTllle, New Castle 
)^ Junotion to maintain and 
) IViUard to olosslfy and 
) dispatch 

Note l; ATien short of regular 97 tonnage, Brunswick will fill 
out with slow loading of Symbol T-17. 

Noto 2: This train enroute between Brunswick and Willard nay pick 
up Symbol Y-17, slow or fast and place in train regardless 
of standing for Tillard Yard to classiiy and dispatch. 

Note 3: If insufficient tonnafe, slow and fast, to run Now Castle 
Division Section, it shall b^ consolidated with Chicago 
IMvision 97 end be so raainlalned through to Now Ca."itle 
I'unctlon ird becked off 

Illustration No. 3— Page 10 from System, Divisional and Through Classification, gi -iog instruc- 
tions for the handling of No. 97 from Brunswick to Willard 

dispatch cars destined to Chicago, or 
Willard and beyond 

Maintracking Freight 

This train is maintracked at all 
intermediate yards and terminals 
between Brunswick and Willard (simi- 
lar to passenger trains, it only being 
necessary to change engines and 
cabooses, which is done on the main- 
track), and is taken into Willard 
yard and there switched and classified, 
so that when leaving that point it is 
made up for deliA'ery at the various 
points of delivery in Chicago. 

This same method is applied to all 
of our other quick dispatch trains 
destined to Pittsburgh, Cincinnati, 
St. Louis, Columbus, etc., as well as 
in the handling of many of our slow 
freight trains, and also in returning 
empty equipment to the mines. 

There are pages in the System, 
Divisional and Through Classifica- 
tion which show how the other 
various sections of No. 97 and all 
other freight trains are handled from 
Brunswick and other dispatching 

As soon as the section of 97 for 
Willard and Chicago, which we 
have chosen for our illustration, is 
dispatched from Brunswick, the con- 
sist of that train is immediately given 
by wire to the yardmaster in the 
first yard west of Brunswick, which 
is Cumbo. If the yardmaster at 
Cumbo has freight which, under the 
classification for 97, Brunswick to 
Willard and Chicago, can be added 
to that train as shown in Illustration 
No. 3, he adds it to that train on the 
main track and wires consist of this 
section of 97 as it leaves Cumbo, to 
the yardmaster at the next dispatch- 
ment point, which is Cumberland. 
He in turn follows the same pro- 
cedure and so on until this section 
of 97 reaches Willard. 


The conservative opinion of our 
officers is that the System, Divisional 
and Through Classification is an 
innoA-ation, the results of which will 
mean not only a great saving in time 
and money in the handling of our 
freight trains, but also, by virtue of 
regular and quick schedules, an im- 
provement in our service which will 
bring much business to the Balti- 
more and Ohio. It may seem to 
some of the veterans on our Railroad 
that an innovation of this kind 
would take a long time to perfect. 
As a matter of fact, it is hardly put- 
ting the case for it too strongly to 
say that it is now working at almost, 
if not quite, 100 per cent, efficiency 
all over the System. 

Baltimore and Ohio Magazine, July, iq2i 


- 11 - 



SO. 97 











Classify South Chioagc 


Classify ttorrest Hill 


Classify Hobey Street 


Clas3ify Chica(;o proper 

) — Fbr Garrett to salntain ) 


fbr Garrett to maintain ) 

For Garrett to mainta in ) 

For Garrett to iiiainta ^n~ ) — 

To be backed 
off by 97 's orew 

Hote 1: When short of regular 97 tonnage, 
Hlllard vtW fill out with slow 
loading Symbol Y-21, 

Bote 2: This train enroute *'ill pick up re- 
sular 97 freight at Garrett. 

Illustration No. 4— Page 1 1 froni Classification, giving instructions for the handling of No. 97 from 
Willard to Chicago 

Operating officers and trainmasters 
who have seen the way the system 
works out, are greatly enthused over 
it, and at our large dispatchment 
yards, and particularly at Bruns- 
wick, everyone believes in it abso- 
lutely and sees in it a remedy for 
many of the terminal operating diffi- 

culties which have kept down our 
standard of performance in the past. 
It goes without saying, of course, 
that any system, no matter how good, 
can only develop its greatest possi- 
bilities when those having it in 
charge are on their toes to give it a 
fair and thorough-going trial. If 

the perforrriance on the Eastern Lines 
for over a year, and particularly the 
past four months, when the Western 
Lines were included, are any indica- 
tion of how this new systein will 
work out on the Baltimore and Ohio 
in the future, it is safe to say that it 
will be an achievement which will be 
the pride of all our officers and em- 

An}- readers of this article who 
wish to get additional information 
in regard to the operation of this 
system may do so by writing Mr. 
Horn, addressing him at the General 
Offices in Baltimore. 

The Boo-ing of the Boomers 

Signed "Boomers 'n Everything," credited to New- 
house, Sanders, Lyles and Frisby, and approved by 
Sprouse, Kalfas and Thompson. 

Everi,-body works but the brakeman 

And he sits around all day. 
With -his feet up on the boiler, 

Forever in the fireboy's way. 
The eagle eye looks for the signals 

Up the Stretch of track. 
Everybody works on a hogger. 

But the worthless head-end shack, 
That darned old loafer. 

The grabber gets the numbers. 

And the tallow bails the coal; 
The shack hangs out of the window 

And watches the drivers roll. 
When they get to a.terminal 

The fireman hits the hay. 
Everybody has worked in our crew, 

But the head admiral today. 
That darned old loafer. 

Mystic Shriners of Almas Temple, Washington, D. C, about to leave 
Union Station on June lo with their families for their National Meet- 
ing at Des Moines, Iowa. The Baltimore and Ohio speeded them on 
their journey with a magnificent special train, a 60-foot baggage car, 
a coach, 5 twelve-section sleepers, 2 dining cars and a Pullman 
observation car, most of the equipment being new. They traveled our 
picturesque route to Chicago and from there went via the Chicago 
Great Western to Des Moines 


Baltimore and Ohio Magazine, July, 192 1 

Engineer Merkel and the 4401 

Showing How a Good Engineer and a Good Engine Can Make 

a Mighty Good Record 

THE table on this page gives the 
reason for this story When 
the new 4400 type Mikados 
were put to work on the Cumberland 
Division last spring, the Management 
wanted to find out just what under 
test they were capable of handling in 
increased tonnage, and at a saving in 
fuel, water and other supplies. En- 
gineer E. E. Merkel was given the 4401 
and told that it was his engine until 
the test period was over. She was in 
no respect different from the other 
4400 type engines doing the same 
kind of work, but special observations 
were made as to what kind of an 
efficient record she and her engineer 
could make. 

The table tells the .story, showing 
in brief that the 4401 made a saving 
of $460.04 from March g to April 15, 
inclusive, over the other class 4400 
engines doing exactly the same kind 
and amount of work, hauling freight 
between Keyser and Brunswick. 

It also is interesting to note that 
for the first fifteen days of April the 
class 4400 engines saved $3,902.34 
for the same work done by the class 
4800 engines during a similar period 
for the month of March. And that if 
all of the class 4400 engines had done 
as well as the 4401, the saving over 
the costs for the same work done by 
the 4800 type would have been 

Greatly pleased over this interest- 
ing chapter written into the history of 
Baltimore and Ohio motive power by 
Engineer Merkel and his 4401, the 
Management had the record blue 
printed and sent out to various 
interested officers and employes as an 
indication of what was possible in the 
way of economies in handling tonnage 
with the new type Mikado. One of 
these blue prints was given to the 
\\Titer with the suggestion that Balti- 
more and Ohio employes, and engi- 
neers and firemen in particular, xA'ould 
like to hear what Engineer Merkel 
had to sa}^ about the performance. 

So I met him and the 4401 at Key- 
ser at 7.00 o'clock one morning and 
rode with him to Brvmswick, arri\-ing 
about 2. 30 o'clock. This was not the 
best ]ierformance b>' any means that 
he had made. We had our share of 
hard luck, breaking in two twice, each 
time, however, on account of bad 
draft gears and each one of them, by 
the way, caused by inadequate in- 

On tlje day we made the run they 
were testing out a new valve gear. 
The dynamometer car was right be- 
hind the engine. Test Engineer Tap- 
man and some of his men being in 
charge. All told there were six or 
seven men riding the engine. But 
every man had his job to do, Merkel 
at the throttle, Fireman Blamer sit- 
ting on the opposite side and watch- 
ing the water, the mechanical stokers, 
the fire and the road. Fireman Jarvis 
filling up the measuring boxes with 
coal at inconceivably frequent inter- 
vals, and the test engineers sending 

back messages to the members of 
their crew in the dynamometer car. 

I have never ridden on an engine 
where the deck was so big and clean 
and comfortable. I have never rid- 
den on an engine, not even of the 
passenger type, which rode the rails 
so comfortably. I have never made 
a trip where everybody seemed so un- 
remittingly on the job and anxious to 
do his bit to make a performance. 

We have just had a big clean-up on 
the Railroad, reaching places and un- 
coA'ering things never before dis- 
covered in the most exhaustive pre- 

'^liriiiiiiiiiujiiiiiiitiirimiiiiiiiiiiioiiijnt □ iii 

□iiijji iniiiimiiiiiniiiiiiiiiiiiuiiiii 

Performance Engine 4401 — Engineer Merkel— 
East End Cumberland Division, March 9 to 
April 15, Inclusive, Compared With Per- 
formance All 4400 Class Engines in 
Service April i to 15, Inclusive 

Engine All 4400 
Items 4401 Class 

Number Trips 40 244 

Gross Ton Miles 11,085,200 65,039,200 

Train Miles 4.033 24,675 

Total Hours Crew Time 276 i>855 

Total Tons Fuel 564 3.854 

Total Wage Expense (Engine and Train 

Crews) $1,272 $8,105 

Total Fuel Expense ($3.85 Per Ton) $2,171 $14-338 

Total Wages and Fuel $3,443 522,943 


Gross Train Load 2,750 2,635 

G. T. M. per Hour Crew Time 40,150 35.050 

Lbs. Coal per 1,000 G. T. M 102 119 

Wage Cost per 1,000 G. T. M $0.1150 $0.1245 

Fuel Cost per 1,000 G. T. M 0.1960 0.2280 

Wage & Fuel Cost per 1,000 G. T. M 0.3 no 0.3525 

Engineer Merkel's saving over other 4400 

Class Engines $0.0415 per 1,000 G. T. M. 

Or Engineer Merkel is entitled to credit for a saving of 1 1 , 
085,200 Gross Ton Miles at .0415 cts. per thousand 
amounting to $ 460.04 

During first 1 5 days April the Class 4400 engines saving over 
Class 4800 engines for month of March was 65,039,200 
Gross Ton Miles x .06 cts. per thousand $3,902.34 

If all Class 4400 engines had performed as well as Engine 
4401, this saving would have been 65,039,200 Gross Ton 
Miles X .1015 cts. per thousand $6,601.46 

Oflfice Assistant to Vice President, 

Baltimore, Marvland, April 22, 1921. 

Baltimore and Ohio Magazine, July, iq2I 


Lower, left to right: George H. Richards, brakeman; M. Jarvis, extra fireman; C. E. Blamer, fireman of test concluding June 14; R. E. Merkel, son of 
engineer; E. Merkel, engineer; J. W. Stambaugh, fireman of previous test. Insert above: the 4401, with crew and test engineers, and dynamometer car 
attached; note protective covering on right front of engine, used to house test engineer taking indicator cards which show the steam distribution in cylinders 
at various points of the stroke 

vious clean-ups. Perhaj^s, therefore, 
it was because my mind was thinking 
somewhat of a clean Railroad that I 
noticed that every man on the engine 
was a clean looking fellow. Every 
man apparently had had a shave that 
morning. Every suit of overalls fitted 
well and around each man's neck was 
pinned a clean, neatly folded ban- 
dana. Clean men, these, and they 
certainly kept the deck of the engine 
and the cab as clean as they were. 

One usually does not find super- 
efficient work in dirty surroundings. 

The crew was too busy to talk to 
me much on the trip and, being a 
"rank outsider" so far as locomotive 
operation was concerned, my obser- 
vations during the ride perhaps don't 
explain much. I did notice, however, 
that Engineer Merkel kept feeding 
sand almost constantly on the rail, 
and especially on upgrades, in order 
to get the full benefit of the tractive 
l)ower of the locomotive. I also no- 
ticed that from time to time he 
cussed her a bit. But I don't pass 
this on as a recommendation to other 

This new 4400 type, by the wa}', is 
built i:)ractically the same as the next 
heaviest Mikado type, the 4800. The 
4400 has more weight on the drivers 
to accommodate her increased trac- 
tive effort, which comes from addi- 

tional steam pressure and superheat- 
ing surface. 

Fireman Blamer managed to slip 
this information to me during the trip 
about the sensitiveness of the records 
being automatically recorded in the 
dynamometer car on the operation of 
the locomotive. He said : 

"If I put a shovelful of coal in the 
firebox, the instrument back in the 
dynamometer car shows it. If the 
steam pressure drops, the record of 
that is made. If I let the engine pop, 
the recording pen makes a note of it. " 

It just happened, however, that 
during this trip, there was no record 
made of the engine popping while she 
was running, because there wasn't a 
pop from Keyser to Brunswick, ex- 
cept when the engine was stopped 
because of the breaks in the train. 

Reaching Brunswick and after Eng- 
ineer Merkel had reported in, he toldme 
some of his observations on the 4401 : 

"The principal thing in my mind 
in getting the best work out of an 
engine is uniformity in handling, " he 

"First, in cutting ofT the steam 
short and using it with more expan- 
sion, you use less fuel per unit of 
energy developed, as long as the ex- 
pansion does not go above the lub- 
ricating capacity. Here you have to 
watch those three little gauges which 

I showed you near the top of the 
engine cab, those little gauges filled 
with water and through which the oil 
rises drop by drop to lubricate the 
cylinders. We usually think of lub- 
rication being efifected by dropping 
oil in a downward motion and it is 
interesting to know that this method 
of feeding oil in drops upward through 
water (with its greater specific den- 
sity than oil has), is the only satis- 
factory method discovered of lub- 
ricating cylinders. 

"Second, water must be supplied 
the boiler in small quantities and 
frequently as you need it. If there 
is a sudden oversupply in the boiler, 
it takes more coal to heat it and then, 
with the oversupply of steam gene- 
rated, the pop valves lift and the 
steam is wasted. 

"Third, proper lubrication is most 
essential, and can only be brought 
about by a close observance of all oil 
feeding devices, thus getting free 
action from the engine. 

"Fourth, having an engine given to 
you as your own, to study, learn and 
take care of, is in my mind one of the 
greatest helps in producing engine 
efficiency. I got to know the 4401 in 
a way that I couldn't have known it 
had I been switched from this engine 
to others of the same class. After her 
{Continued on Page 34) 


Baltimore and Ohio Magazine, July, IQ2I 

Current Railroad Problems Discussed By Vice-President 
Galloway at Brunswick Celebration 

CW. GALLOWAY, vice-presi- 
dent, Operation and Main- 
tenance, was one of the many 
officers present on May lo at Bruns- 
wick to help celebrate the thirtieth 
anniversary of the opening of the 
Brunswick yards and, after a few 
preliminary remarks by the chairman, 
was called upon for the opening 

He expressed his regret; that Presi- 
dent Willard, Senior Vice-President 
Shriver and Vice-President Fries 
were unable to attend on account of 
important engagements elsewhere. 

He expressed his pleasure at being 
able to participate in the reunion of 
the Veterans, especially on the occa- 
sion of the thirtieth anniversary of 
the opening of Brunswick yards, 
because of the fact that, }'ears before, 
he had been on the committee which 
decided on the design and location of 
the yard. 

He touched in a pleasing manner 
upon the interesting parade of the 
Veterans and of the people of Bruns- 
wick to the picnic grounds and con- 
gratulated the citizens on the fine 
showing they made, and particularly 
upon the large number of costumed 
school children who represented with 
their teachers the fine educational 
system of the city. And he brought 
delight to many hearts by assuring 
them- that the Baltimore and Ohio 

would be glad to help in arranging for 
a playground for. the children. 

He spoke of the unfortunate busi- 
ness depression which struck thecoun- 
tr\- with full force in December, 1920, 
but said that it was a natural result 
of the abnormal activity brought 
about by the war and that he believed 
that if everybody would keep their 
heads level and their feet on the 
ground, it would not be long before a 
more normal condition would obtain. 

Mentioning the pro])aganda that is 
frequently spread with the apparent 
purpose of misleading the working- 
men, he said that he did not antici- 
pate serious misunderstandings on 
the Railroad because he believed the 
Transportation Act of 1920, under 
which the railroads are now operating, 
was a most constructive piece of legis- 
lation and, if given a proper trial, it 
would bring into effect a situation on 
the railroads satisfactory to all those 
connected with them. 

He mentioned as of paramount im- 
portance to the railroad structure the 
necessity of the carriers earning suffi- 
cient money to pay their debts, re- 
minding his hearers that without 
])roper credit the railroads cannot 
function.' And he said that he was 
sure that if -the provisions of the 
Transi)ortation Act of 1920 were 
carried out, with efficient manage- 
ment and good service on the part of 

employes, it would mean a quick and 
satisfactory rehabilitation of rail 
transportation in the country. In 
this connection he emphasized his 
belief in the loyalty of the employes 
of the Baltimore and Ohio and especi- 
ally of the Veterans, among whom he 
said he was proud to class himself. 

He laid emphasis on the fact that 
the Baltimore and Ohio had no quar- 
rel with its employes, nor intended to 
have any, and as to dealing with the 
communities which it served, he 
wanted the Road to be looked upon 
as a good neighbor and a law-abiding 

He mentioned the criticism being 
directed against the railroads for hav- 
ing contracted for repair of cars at 
outside shops, and brought some 
figures on the Baltimore and Ohio to 
bear upon the subject which could 
not help but make all his hearers 
understand that the Baltimore and 
Ohio had done the right thing. He 
was particularly convincing in his 
statement that there was nothing 
whatsoever dishonest or unfair in this 
transaction, that arrangements for 
car repairs were made at outside shops 
when equipment was badly needed, 
when the repair facilities of the 
Baltimore and Ohio were inadequate 
to handle the necessary repairs, and 
when the employes of the Railroad 
objected to working nine hours per 

Left to right: O. S. Lewis, Freight Traffic Manager, Baltimore, Md.; Colder Shumate, General Fre-ght Traff c Marager, Ealtimore Md. 

Samuel House, General Freight Agent, Baltiniore, Md. 

Baltimore and Ohio Magazine, July, ig2i 


Left to right: P. S. Phenix, Division Freight Agent, Cumberland, Md.; George S. Harlan, As<;istant General Freight Agent, Baltimore, Md.; 

J. L. Hayes, Division Freight Agent, Baltimore, Md. 

day, as requested by the Mana<.(e- 
ment, in order to increase the number 
of cars repaired. 

In closing he assured the Veterans 
of his deep confidence and belief in 
them and of his i)ride in being a mem- 
ber of their a.ssociation. He suggested 
that there were many before him so 
old in the service as to be eligible for 

membershi]) in the Veterans' Asso- 
ciation twice over and that with such 
men handling the work of the Balti- 
more and Ohio he felt no fear for the 
future of the property. He said that 
he was as proud himself to V)e an em- 
ploye of the Baltimore and Ohio as he 
was proud of its einijloyes and the 
work they were doing. 

Colder Shumate Made General Freight 
Traffic Manager 

Other Promotions and Chaiiges 

EFFECTIVE JULY i, the fol- 
lowing promotions and changes 
were made in the personnel of 
the Freight Traffic Dei)artment: 
Colder Shumate, general freight 

C. M. Shriver 
Superintendent, Baltimore Terminals 

traffic manager, Baltimore, in charge 
of all freight traffic except coal, coke 
and ex-lake ore. 

O. S. Lewis, freight traffic manager, 
Baltimore, vice Mr. Shumate. 

W. W. Blakely, general freight 
agent, Pittsburgh, vice Mr. Lewis. 

Samuel House, general freight 
agent, Baltimore, vice W. F. Rich- 
ardson, who was recently made assis- 
tant freight traffic manager in New 

Samuel Strachan, assistant to gen- 
eral freight traffic manager, Balti- 

Ceorge S. Harlan, assistant general 
freight agent, Baltimore, vice Mr. 

A. L. Doggett, assistant general 
freight agent, Pittsburgh, vice Mr. 

J. L. Hayes, division freight agent, 
Baltimore, vice Mr. Harlan. 

P. S. Phenix, division freight agent, 
Cumberland, Md., vice Mr. Hayes. 

C. H. Pumphrey, division freight 
agent, Youngstown, Ohio, vice Mr. 

F. M. Jordan, division freight 
agent, Charleston, W. Va., vice Mr. 

J. R. Brown, division freight agent, 
Grafton, W. Va., vice Mr. Jordan. 

Charles M. Shriver Promoted 
to Superintendent, Balti- 
more Terminals 

ON JUNE I, Charles M. Shriver, 
assistant superintendent of the 
Baltimore Terminals of the 
Baltimore and Ohio Railroad, was 

p. G. Lang, Jr. 
Engineer of Bridges 


Baltimore and Ohio Magazine, July, iq2I 

l^romoted to superintendent of ter- 
minals to fill the vacancy made 
recently by the advancement of F. G. 
Hoskins to superintendent of the 
Baltimore Division. 

Mr. Shriver is 28 years old, having 
entered the service of the Baltimore 
and Ohio 1 1 years ago as a machinist 
helper at Mt. Clare shops. After 
serving his apprenticeship, he was a 
machinist at the Riverside shops, 
later becoming inspector of fuel. On 
April I, 191 6, he was promoted to 
assistant road foreman of engines at 
Cvmiberland and in March, 19 17, be- 
came trainmaster of the Philadelphia 
Division, afterwards going to the 
Ohio Division in a similar capacity. 

Mr. Shriver was furloughed in 
July, 1 9 1 8, for military service, imme- 
diately sailing for France, where he 
served as lieutenant with the railroad 
engineers in handling the heavy rush 
of troops and materials. He returned 
from abroad in May, 19 19, imme- 
diately resuming service with the 
Baltimore and Ohio as trainmaster of 
the Wheeling Division, at Wheeling. 
He became assistant superintendent 
of the Baltimore Terminals July i, 
1920, and continued in that position 
until his recent promotion. 

Philip George Lang. Jr. Now 
Engineer of Bridges 

was recently promoted to the 
position of engineer of bridges, 
succeeding Walter Scott Bouton. 

Mr. Lang was born at Philadelphia, 
Pa. His education was obtained at 
the Northeast Manual Training High 
School and the University of Penn- 
sylvania, where he was graduated in 
1905 with the degree of bachelor of 
science in civil engineering. 

His first practical experience in 
bridgework was acquired at the Pen- 
coyd plant of the American Bridge 
Company. His railroad service com- 
menced in March, 1906, when, in the 
capacity of bridge designer, he entered 
the organization of the South & West- 
ern Railroad, now the Carolina, 
Clinchfield & Ohio Railroad, at John- 
son City, Tenn. 

In December, 1907, he became a 
member of the bridge organization of 
the Baltimore and Ohio, as assistant 
engineer. In December, 1917, he 
was promoted to the position of chief 
bridge draftsman, and, on August i, 
19 1 8, to that of assistant engineer of 
bridges, which title he has retained 
until his present appointment. 

Since October, 1919, Mr. Lang has 
been in comi^lete charge of Baltimore 

and Ohio bridgework. During this 
interval, the Lane-Galloway mechani- 
cal trimmers in use at Curtis Ba\' 
Coal Pier have been installed, and the 
Allegheny River Bridge at Pitts- 
burgh, Pa., reconstructed. 

In addition to the work already 
mentioned, Mr. Lang has, during the 
period named, handled current bridge- 
work, which has included several im- 
portant structures, among which may 
be mentioned the new bridge crossing 
the Great Miami River, at La\\Tence- 
burg, Ind., work on which is now 
under way. 

Mr. Lang is a member of the Ameri- 
can Railway Engineering Association, 
and an associate member of the 
American Society of Civil Engineers. 

Operating Department Promo- 
tions and Changes 

■ Eff'ective June i, E. J. Sweeney was 
appointed division master mechanic. 
Chicago Division, headquarters Gar- 
rett, Ind., vice W. F. Moran, resigned. 
Effective June i, C. M. Newman 
was appointed division master me- 
chanic, Illinois Division, headquarters 
Washington, Ind., vice E. J. Mc- 
Sweeney, transferred. 

"The cleanest boiler room on the Eas.eni Lines," said Geneial Manager Scheer of this one, in charge of J. M. Dillon, Stationary Engineer 

Baltimore and Ohio Magazine, July, iQ2i 


^^^ OKJ ^ 

; ,,,c. v«n ^.^'n.'H.,,^ ^ . W"^ W M ^^' " CONGRESS CIGAR CO. /:*/,>^^,;i7^,;7 


OF THE THE 4iiJ>VLITV CIO>^ ™^ %t5Si!i?y^^ ^^• 

Th'jugh not a smoking car, this one is full of siiiok.-,. This picture, with that of another similarly decorated Baltimore and Ohio car, was used as an 

advertisement for the Cigar Company in the "Cleveland Plain Dealer" of July 9 

Wheeling and Ohio River 
Divisions Consolidated 

On June 15, the Wheeling and Ohio 
River Divisions were consoHdated 
and will hereafter be known as the 
Wheehng Division. C. B. Gorsuch 
was appointed superintendent, and 
the following other appointments 
were effective the same date: 

A. H. Woemer, division engineer, 
headquarters, Wheeling, W. Va. 

L. E. Haislip, assistant division 
engineer, headquarters, Parkersburg, 
W. Va. 

F. A. Baldinger, master mechanic, 
headquarters. Wheeling, W. Va. 

J. W. Root, trainmaster, Ohio 
River Sub-Division, headquarters, 
Parkersburg, W. Va., vice F. C. 
Moran, assigned to other duties. 

C. Crawford, road foreman of en- 
gines, headquarters. Wheeling, W.Va. 

M. J. Tighe, assistant road fore- 
man of engines, headquarters, Par- 
kersburg, W. Va. 

J. M. Dillon is an A-i Station- 
ary Engineer 

On a recent visit to Parkersburg, W. 
Va., E. W. Scheer, general manager, 
Eastern Lines, inspected the Low 
Side Shops and found the Boiler 
Room to be the cleanest on the 
Eastern Lines. -He was so much im- 
pressed by the splendid showing made 
there by the man in charge of this 
boiler room, J. M. Dillon, stationary 
engineer, that he complimented him 
on his fine work and had a jjicture of 
him taken with his "pets" behind 
him, and sent it to the Magazine for 

Mr. Dillon entered the service as a 
fireman on April 15, 1887 and became 
an engineer in 1892. He went into 
the Motive Power department as a 
stationary engineer in 1916 and has 
been handling his present job for up- 
ward of three years. Gas is used as 
the fuel in these boilers under the 
supervision of Mr. Dillon. We con- 
gratulate him. 

Advertising the Commodity 
and the Carrier 

The accompanying picture shows a 
carload of cigars shipped to the 
George B. Scrambling Company of 
Cleveland via the Baltimore and 
Ohio from Philadelphia. The con- 
signee had the photograph taken and 
has used it extensively in advertising 
the cigar in the Cleveland Plain 
Dealer, incidentally giving some nice 
newspaper publicity to our Railroad. 
The shipment was arranged by C. H. 
Pumphrey, formerly district freight 
agent at Philadelphia and now divi- 
sion freight agent at Youngstown, 
Ohio, and by Freight Representative 
H. J. Glancy at Cleveland, third 
morning delivery being made from 

To the left rear of the picture may 
be seen a portion of the Superior 
Avenue Viaduct in Cleveland, for the 
construction of which the Baltimore 
and Ohio hauled a large part of the 
material. The Kirby Building, in 
which our Traffic Department for- 
merly had its offices in Cleveland, is 
also faintly shown in the background. 

We are indebted to Assistant Gener- 
al Freight Agent J. C. Kimes, of 
Cleveland, for the picture and the 


On page 1 5 of the May issue of the 
Magazine, in Mr. Angier's article on 
timber preservation, in the table 
printed at the top of the page, last 
column, the figure 15 should have 
been .5. We regret the error. 

After Faithful Services Appre- 
ciates Pension 

Daytox, Ohio, 
June 26, 1921. 
Mr. W. J. Dudley, Superintendent, 
Relief Department, 
Baltimore, Md. 

My Dear Sir — I wish to thank the 
Baltimore and Ohio Railroad Com- 
pany, Mr. Dudley and the Pension 
Committee for granting me the favor 
of a pension after a service of years 
for them. I have tried to be faithful 
and now feel that my services have 
been appreciated. 

With regards, 
(Signed) Frank C. Pease, 
Pensioned Engineer, 

Toledo Division. 


/'^^"~''*^^C/^-X^^^ *\^^ 

v4^ r^ 





irai . . >-=-s^s^ 

Where in the world have you been? 


Baltimore and Ohio Magazine, July, ig2i 

The Bargain of ''Bummy" Blake 

By Frank Kavanaugh 

THE Western Valley Railroad 
is, perhaps, not as long as 
some roads, but it is just as 
wide. It serves a busy industrial 
district and its cars are so well known 
that, to the "stingers" around the 
various yards, they are known by a 
nickname. When a road reaches this 
stage it has slipped out of its swad- 
dling clothes and reached a point 
where it is a real commercial highway. 

The general superintendent, Mor- 
ris, sat in his office chair the' morning 
after the night before and looked 
through a bunch of notes he had 
gathered the evening previous. For 
it had been a meeting of the road's 
shippers, ostensibly to talk about 
rates and services, but really to dis- 
cuss business in general of the town 
in which the meeting was held, for it 
was engineered by the local chamber 
of commerce. And the general super- 
intendent, like a man who wishes to 
gather all the information possible, 
had made notes. He searched 

through a dozen penciled pages of a 
small notebook and tore out two of 
them. Then he touched a bell, and 
half a minute later a clerk entered. 

"Good morning, Jones," he said. 
"Do you, by the way, happen to 
know a switchman by the name of 
'Bummy' Blake?" 

"No, sir," the clerk replied, "I'll 
look him up if you wish me to." 

"Do so, and let me know his whole 
record." The clerk left the room 
and Morris talked softly to himself: 
"When a switchman gets favorable 
mention in a crowd like that of last 
night, it's time the executives learn 
something about him. Not one of 
them gave me credit for a thing on 
the whole road, while here is a 
Svvitchman I've never heard of before, 
who gets special mention from two 
of our biggest shippers. Must be a 

An hour later a clerk entered and 
laid a sheet of paper before Morris. 
It was neatly typewritten and 
headed : ' ' Ser\'ice Record of William 
McCallister Blake. " 

The superintendent glanced over 
it, commenting audibly as he did so: 

"Started with us in 191 2 — umph! 
Ray Yards, South Yards, Industrial 
Drag; now at Johnson's Ferry. Born 
in — single — umph!" 

Again Morris touched the bell and 
the same clerk entered. 

"Arrange for a pass for Switchman 
William McCallister Blake, now at 
Johnson's Ferry. I want to see him 
here — tomorrow, if possible." 

"Yes. sir," 

"And send him right in." 

"Yes, sir." 


It was almost noon the following 
day, when the clerk entered the office 
of General Superintendent Alorris 
and announced: 

"Switchman Blake is here, Mr. 

"Show him in." 

A freckled-face, red-headed young 
man entered the office, hat in hand 
and smiling. 

"I'm Blake," he said. "You sent 
me a perambulating pasteboard and 
I'm here." 

"Sit down, Mr. Blake," the super- 
intendent said. " The other evening, 
while at a dinner given by the Grant 
City chamber of commerce, I heard 
of you." 

"It's surely nice of those birds to 
mention me," the switchman said, 
meeting the eyes of his superior 
squarely. "What were they men- 
tioning me about? Was it someone 
I'd been shooting craps with?" 

"No. I heard no mention of you 
in connection with games of chance. 
It was — " The old man hesitated. 
Blake filled in. 

"Shooting craps with some men 
ain't no game of chance — it's exer- 
cise in connection with receiving a 
donation. " 

The superintendent did not note 
the interruption. He consulted the 
two pages he had torn out of his 

".The traffic manager of the West- 
ern Automobile Agency told me some- 
thing about how you criticized his 
company's manner of unloading cars. 
You suggested a different way. It 
resulted in quite a saving." 

"Sure!" Blake exclaimed. "Sure! 
Those ginnies were using big 
automobile cars — open at the end 
and all that — and then taking the 
sure-death machines out the side 
doors because they hadn't an end 
loading platform. So I went up and 
braced the main guy of the works. 
"'Don't you want to hire seven or 
eight more men?' I asked, to start 
the talkfest. 

"'Half the men I've got now are 
not working,' he returns. 

"'They're working all right, all 
right, ' I said, 'but they're trying to 
make a seven with a pair of dice that 
hasn't anything but sixes on them. 
To talk to you in plain Arkansaw, 
you're trying to shove a needle 

through a camel or a camel through 
a needle's eye and it won't go. The 
Bible says so. ' 

"The big cheese of the program 
looked at me as if he was about to 
exercise his thinktank. 'How would 
you do it ? ' he asked. 

" 'Spot the cars about fifteen feet 
apart ; make a three-cornered loading 
wharf, a false one, so to say, and run 
'em out the end.' 

"He practiced exercising his gray 
matter a second or so and then said : 
'I'll try your plan tomorrow, and if 
it's good you'll hear from me.' Then 
he took my name and now he goes 
and reports me." 

"He did." Morris said. "How 
about the manager of the Sonken 
Iron Works?" 

"A big man with biUygoats and a 
bay window?" Blake asked. 

"The gentleman wears a beard, 
but I am not sure I understand the 
reference to the window. " 

"I mean he bulges out at the 
equator so much that he has to use 
wireless to find out if his shoe strings 
are tied." 

"He is rather portly," Morris 
admitted. "He told me something 
about your volunteering him a good 
bit of advice." 

"I had to. He's skipper of that 
big plant that buys anything that's 
iron and heavy and takes it to the 
yards and cuts it up and classifies it 
and then ships it to some factory 
that makes guns or cylinders or 
bridges out of it. He had two 
switches. We shoved the loaded cars 
in on one of them. His men unload 
the junk and then we go and pull as 
many cars as are unloaded so as to 
save him demurrage. vSometimes 
there's only one or two cars at the 
far end of the string unloaded and 
one or two in process of unloading. 
We have to pull the drag a long way 
to get the empties out, and the men 
unloading the cars ride back and 
forth, loafing like a congressman on 
an investigating committee. So I 
blows in one day when we were after 
pulling the cars. It had taken us 
about an hour to get out there and 
back, as we had a long drag and had 
to go clear up to the "Y" and we 
were blocked in there by number 12 
about twenty minutes. So I blows 
in and says to the old bird : 

'"Why don't you save ten of your 
men's time for an hour each day? At 
50 cents an hovir you've lost just a 
nice little clean five-plunk bill.' 

"The old man pricked up his ears 
at the mention of the five bones, just 
as if it had been an anti-fat remedy 
and felt of one foot with the other to 
see if he had forgotten to put on his 
shoes that morning. 

Baltimore and Ohio Magazine, July, iQ2i 


" 'How can I save five dollars? 

' ' I never saw a man so anxious to 
annex a five spot in my life. I told 

'"You've got plenty of old relay- 
ing rails here in your junkshop. Lay 
a track around so that the cars can 
. be shoved clear around after they are 
empty. Your men can shove a car 
easy. Then you can load them and 
pull 'em out. And all the while your 
men won't be riding up and down in 
a half unloaded car with their pay 
going on. ' 

"You're right, my man,' he said, 
feeling with his left heel to see if the 
com on his right foot was there or if 
he was resting his foot on a nail. 
' You're right ; if we can get a curve in 
there that the cars can make without 
derailing. I'll see my engineer. ' 

" 'No,' I says. 'See the man who 
squints through a telescope on a 
kodak stand and wigwags his hand at 
a kid holding a telegraph pole with 
red bands painted on it.' 

"'Engineer,' he came back with. 

"'No,' says I. 'An engineer is a 
boghead and a boghead isn't sup- 
posed to know anything but how to 
strongarm a Johnson back and forth. 
Why, I 've seen ' em know so little 
that they tried to borrow chewing 
tobacco off a stinger.' 

" 'Well, m}- man,' he says at last. 
'I'll see what I can do and if it 
proves a success, I'll let you know.' 
And he takes my name and now. he 
goes and reports me. What do I 

Morris smiled. "I'm goin^ to grive 

you ten days — that is, ten day's 
vacation. Tomorrow there's a sort 
of railroaders' picnic down at the 
park. I want you to go out and get 
acquainted with all your feUow em- 
ployes. Your pay will go on just the 
same. You've made two good friends 
for the road and both these men are 
big shippers. They appreciated the 
suggestions you made, and as you 
are a part of the road's personnel 
the merit of your interest in the 
shippers' welfare redounds to the 
company. So we owe you a little 
vacation. Meet as many of the 
others as you can, study out new 
ways to help our patrons and some 
day you'll have men under you, 
too. Be sure and come to the 
picnic' ' 

"I'll come," Blake said, as he 
jammed his hat on his head. "I've 
got a good set of bones here, but I'll 
leave 'em at home, as I'd hate to see 
my fellow employes do the pedes- 
trian act. " 

"Leave your bones at home — 
why?" asked the astonished super- 

"I've got a pair of bones here 
that'll come seven every time — and 
it'd be a shame to make all them 


"Shootia' craps with some men aint no game of chance— it's exercise in connection 
with receivin' a donation.'' 

guys walk home from the picnic for 

want of car fare." 

Morris touched the bell to summon 

his stenographer, smiling as he did 



The afternoon following the super- 
intendent arrived at the park shortly 
after luncheon. His daughter, with 
some friends, had arrived earlier and 
he made the rounds of the picnickers 
in search of her. His attention was 
attracted by a small group of ladies 
under a tree in one comer of the park. 
Thither he directed his steps. Before 
he reached the group so that he could 
see over the heads of the ladies he 
realized thev were being entertained 
by William "McCallister Blake. The 
limb of the tree was his stage props. 
A hand grasped the limb and the 
superintendent saw a red head follow 
it up; then a body curl more or less 
gracefully up. 

"That is a trick I learned while 
braking on the Oroyo road, down in 
South America. When they made 
the cars for that road they intended 
to train monkeys to do a brakeman's 
work, so they put only one grab on for 
a side ladder. You've got to glom 
the grab, and draw yourself up, 
swing your feet above your head to 
where the handle was put for the 
monkey to catch with his tail; then 
you're on top of the car. " 

Suiting the action to the word, 
Blake put one of his feet over a Umb 
and assumed a sitting posture. Then 
he leaped to the ground. 

"Why didn't they use monkeys ' 
for brakemen?" a girl's voice asked, 
laughingh^ and the superintendent 
recognized the voice as that of his 

'"They found the monkeys had too 
much brains, " Blake replied with a 
laugh that took all the sting out of 
the words, and Morris caught him- 
self smiling. Just as the switchman 
was preparing for another stunt, 
Morris found a way through the 
throng and Blake saw him and waved 
his hand. 

"Enjoj-ing yourself, Mr. Blake?" 
Morris asked. 

"Sure thing," he replied. "Some 
real human people here when they 
get to know you." 

The group began dispersing. 
Blake walked away with Morris. 

"Were you ever in South 
America?" Morris asked. 

"No, sir. Never any closer there 

than Arkansaw. But there was some 

pretty girls there and I wanted to see 

that they got some vaudeville mixed 

in with the picnic. " 

"I see," the superintendent said. 

It was the day following the picnic. 


Baltimore and Ohio Magazine, July, igsi 

Superintendent Morris telephoned 
for his car and his daughter drove it 
to the office. He stood in the office 
window watching its approach. As 
it drew near he noted that the seat 
usually occupied by the chauffeur was 
held by one William McCallister 
Blake. As the car parked in front of 
the office Blake jumped from it, 
bowed to the girl and walked down 
toward a switch shanty. 

During the ride home, nothing was 
said of Blake. The next evening the 
act was repeated. 

"Is Mr. Blake amusing?" he inno- 
cently asked his daughter, as she 
guided the car homeward. 

"He's delightful company — so 
original — he says things in a way no 
other man can. " 

"H-m-m-m." Moms made no 
other comment. 

It was nearly lunch time the third 
day after the conversation with his 
daughter that a clerk entered the 
office of the superintendent and said: 

"Mr. Blake wishes to speak to 
you. He says it's very important. 
Wants to see you before he boards 
the 2. 20 for home. " 

The clerk conveyed the desired 
permission and Blake entered. He 
appeared ill at ease, and passed his 

hat from hand to hand as he stood 
nervously by the desk. 

"The fact is, Mr. Morris, I want 
to marry?" he exclaimed. 

The usually stern face of the super- 
intendent became sterner. He re- 
collected the incidents of the motor 
car rides. 

"You red-headed scamp — " he 

"And she says she'll have me if I 
can get you to transfer me somewhere 
nearthisburg. laskedyourdaugh — " 

"What!" Morris rose to his feet, 
his face white with anger. 

" — ter and .she said I'd better ask 
you; that you had a pull, all right, 
all right. " 

Morris sat down again, reason 
cooling his anger. "But see here, 
Blake," he said. "I've other plans 
for — ' ' 

"It's your daughter's — " 

Morris jumped up again. 

" — what you call her? Mo-dis-. 
The lady who fixes your daughter's 
fine dresses and hats. She's a peach, 
and if it hadn't been for her that 
picnic would have been as dull as 
playing poker with a blind man." 

Morris sat down with a sigh of 

"Oh, vou mean Miss Williams, 

Blake. You're lucky, man. She has 
a good business and a little money in 
the bank, too, if I'm not mistaken. 
At least she should have, judging 
from the bills she sends me. And you 
want a transfer to this city?" 

"Sure thing. Met her first at the 
picnic. Met her at your house. 
Borrowed your car from Miss Morris 
to take her riding. I owe you for the 
forty quarts of John D's life blood I 
used while I was hog-heading that 
car around with one hand, while the 

other was around . But let it go. 

I've got some dough planted, too. 
Have me transferred here and I'll 
talk up those ginnies that bother us 
loading and unloading cars for the 
poor switchmen to bump about until 
this road '11 have to have shay en- 
gines to pull a drag. Do I get the 
transfer and, paregorically, the girl. 
That story of mine about shootin' 
Arkansaw golf with the two little 
dotted bones was like the story about 
South America. I've got the first 
penny I ever had — swallowed it. 
Am I transferred? What?" 

' ' I think I can arrange a transfer 
Blake," the superintendent said. 
"And I wish you luck." 

' ' Thanks. But youcan 't wish luck on 
a guy. He's got to go out and get it. " 

Large combination freight and passenger steamers of the Matson Navigation Company are using our piers at Locust Point as their berths on the Atlantic 
Coast. The Buckeye State and the Hawkeye State, twin steamers, are seen in the picture, lower left. Lower right, Captain John I. Diggs; upper left, the 
stewardess and two of the entertainers; upper right, a group of the officers, all of the Hawkeye State. This boat sailed on June 25 for Hawaii, via Havana, 
the Panama Canal, Los Angeles and San Francisco ; it will return to Baltimore by the same route. The Buckeye State will leave for the same trip on July 30. 
Despite the loss in foreign trade caused by the cessation of the large amount of German shipping that came to Baltimore before the war, this port is attracting 
the increasing attention of shipping interests all over the world. Its splendid natural facilities, the deep channels to new pier facilities, its favorable freight 
rates from the large industrial centers of the middle west and the extensive program of harbor improvement projected by its municipal authorities, make 
Baltimore a port to be reckoned with in the competition for world trade 

Baltimore and Ohio Magazine, July, iq2I 


Have You a Disabled Buddie in Your 


You ]\Iay Be Entertaining An Angel Unawares 

THERE is a great and natural 
difference of opinion through- 
out the country as to what 
should be done in the way of adjusted 
compensation for most of those who 
saw service in the vmiform of the 
United States during the World War. 

There is practically no difference of 
opinion as to what should be done for 
the disabled ex-service men. People 
are unanimous in agreeing that thev 
should have all that the Government 
can possibly give them in the wav of 
I compensation and training to fit them 
for a future, useful to themselves and 
to their fellow men. There are few 
of us who would not be willing to dig 
deep in our jeans to help succor a dis- 
abled veteran of the World War who 
needed our help. 

Most men worthy of the name are 
unwilling to accept charity except in 
the direst necessity. Hence the 
Government realized even during the 
war that it would have to make ade- 
quate proA-ision for restoring all dis- 
abled veterans to a measure of useful- 
ness; to make them as nearly 100 per- 
cent, men as when they went over the 
top, or as they were when they were 
engaged in a trade or other occupation 
before joining the colors. 
^ As a result, the Federal Board for 
Vocational Education was given the 
facilities under a law approved by 
President Wilson on June 27, 1918, to 
prepare jjlans for the training of dis- 
abled veterans, as soon as they were 
ready for this training. 

Soon after the work started, it was 
realized that the many different kinds 
of disabilities, incapacitating men in 
so many respects, would cause a 
demand for a large number of differ- 
ent kinds of vocational training. And 
this fact developed the further situa- 
tion that there were not nearly a 
sufficient number of schools through- 
out the country to afford the many 
necessar>- kinds of training needed. 

It therefore became necessary for 
the Federal board to use the facilities 
for practical training offered by the 
industries of the country, and the 
railroads were naturally looked to for 
their share. 

It was also realized that the ques- 
tion of training men in shops in which 
labor was organized, should be dis- 
cussed with the railroad labor organi- 
zation. This was done and, as a 
result, the Director General of Rail- 
roads, after agreement with B. M. 
Jewell, acting president of the Rail- 

way Employes Department, Ameri- 
can Federation of Labor, sent a letter 
to the Regional Directors of the Rail- 
road Administration, covering the 
arrangement for the training of dis- 
abled men in railroad shops, in the 
following paragraphs : 

1. Only disabled men who are trained by 
the Federal Board for Vocational Educa- 
tion are covered by this arrangement. 

2. Each of these handicapped men will 
require special consideration in the light of 
their particular circumstances; every case 
will be taken up separately by the repre- 
sentatives of the Federal Board with the 
representatives of the shop employes and 
the shop management, with a view to reach- 
ing a complete understanding of its circum- 
stances and the establishment of thorough 
cooperation in arranging the details of the 

3. As these men will require a special 
character of training they will not be con- 
sidered as apprentices, but will be admitted 
to shops for the purpose of such special 
training as their injuries or circumstances 
require, irrespective of the number of ap- 
prentices in the shop or on the system. 

4. If for any reason there is a failure to 
reach a satisfactory understanding locally, 
concerning the training of any disabled 
man, as herein provided for, the case will 
be taken up immediately with the Railway 
Employes' Department and the Central 
office of the Federal Board for Vocational 
Education in Washington, D. C, for ad- 

5. Each man while in training under this 
arrangement will be paid at the rate of 
twenty-five (25) cents per hour, irrespective 
of the amount received by him as training 
pay from the Federal Board for Vocational 

6. No man in training under this special 
arrangement will be permitted to work 
overtime or on legal holidays, nor will his 
course of training be governed by appren- 
ticeship regulations, but otherwise he will 
be required to observe the rules and regu- 
lations of the shop. 

7. Each man at the completion of train- 
ing will be as free to accept employment 
where he is trained as elsewhere, as circum- 
stances may require and opportunity pre- 
sents itself, but if he continues in the service 
as a workman he will be paid the prevailing 
rate from the date upon which his training 
is completed. 

This plan is approved by the Railroad 
Administration, and beginning at once dis- 
abled soldiers and sailors may receive voca- 
tional training in railroad shops in accor- 
dance therewith, under the direction of the 
Federal Board for Vocational Education. 

It must be clearly understood that men 
receiving such training will be under the 
control of the proper officials of the com- 
pany, will be required to observe the rules 
and regulations of the shop w^here em- 
ployed, and will be subject to the usual 
discipline when such rules and regulations 
are violated. 

How friendly the representatives of 
organized labor who had a part in 
this arrangement were to the plan for 
the training of disabled veterans, may 
be seen from the following paragraph 
in the letter sent by their committee 
and b}^ Mr. Jewell and Mr. John 
Scott,' their secretary-treasurer, to 
their lodges: 

We are pleased to advise of a satisfactory 
understanding on this important matter, 
and feel assured that our membership will 
gladly cooperate to the fullest extent in 
making for the complete success of any and 
all measures having for their purpose a 
helping hand to those men who have given 
so much in the service of their country. 
It is but a small return for the sacrifices 
the}' have made. We appreciate the fact 
that the best we can do is none too good; let 
us therefore see to it that these men are 
given every opportunity to place them- 
selves in a position to earn their livelihood, 
and not have to depend upon public charity. 

This arrangement is set forth here 
in detail so that our employes may 
understand clearly that the manner 
of placing trainees in the shops of the 
Baltimore and Ohio and other rail- 
roads, cannot in any way militate 
against the positpns they hold in the 
shops or against the tenure of their 
jobs. The case of each trainee is first 
investigated by the shop committee, 
and, if it is approved, as it almost 
( Continued on page j§ ) 

I Were You Disabled During | 
I the War? I 

I It is believed that there are a few j 
I men working for the Baltimore and j 
I Ohio who were in uniform and were | 
i disabled during the war and who have j 
j not yet gotten in touch with the j 
I Federal Board for Vocational Education. | 
I Such employes are urged to write to j 
I this board in Building C, Sixth and B j 
I Streets, Southwest, Washington, D. C, | 
I to describe their disability, and what j 
I they are doing on the Railroad. f 

j It is possible that there are oppor- j 
I tunities offered through the Federal j 
i Board to such men, of which they have I 
I not heard, and it is the wish of the I 
1 Board and of the Government that such | 
j men take advantage of these oppor- j 
{ tunities. | 

I Get your share of the things provided | 
I for you by your country. Write the i 
I board in Washington today ! | 

|C>;imHiniliaiinuiniliannnnmC)inDmilllDnimmiUL' lUlinnUU l2 <"""""' wi-mmmrmi.iir.niirm.i iini.-r..|ii ■r.rn. nrnmp ^ 


Baltimore and Ohio Magazine, July, 1921 

Over Fourteen Hundred Carloads of Freight 
and Many Passengers Secured in Solici- 
tation Campaign to July 2 

GOOD progress has been made 
in the solicitation campaign 
since the last issue of the 
Magazine went to press. The Vete- 
rans are still in the lead but many 
other employes have reported re- 
sults, an examination of the following 
list showing even the names of a num- 
ber of women emj)loyes who have 
gone out and done their bit. 

The thing to be remembered now is 
that the campaign is still on and will 
continue to be on until our business 
has increased to such an extent that 
it takes every minute of our time and 
effort to handle it, and when the 
necessity for the system-wide effort in 
solicitation will be over, for the time 
being, at least. 

Have you a friend who ships or re- 
ceives goods ? Have you another who 
rides trains? Do you believe in the 
service of the Baltimore and Ohio"" 
There is only one answer for most of 

us employes and that is to connect up 
these factors and put our Railroad in 
the lead in the securing of competitive 
business during this period of de- 

_.._. □ . — ^— ..f 

Cars loaded and received from con- 
nections on the Baltimore and Ohio for 
May and June are as follows: 

Including May 30. 191,618 

Including May 31 199,594 

Thirty days of June 207,466 

The 30 days of June as compared with 
the 30 days of May thus show an in- 
crease of 8.2 per cent. It is unquestion- 
ably true that the individual solicitation 
by Veterans and other employes has had 
some influence in bringing about this 
encouraging showing. 

There are splendid opportunities now 
for continuing this good work, espe- 
cially in getting your friends to ride the 
picturesque route of the Baltimore and 
Ohio on their vacation. 








P. J. Harrigan and J. Wardly 

ConnellsviUe. Pa. 
P. J. Harrigan and J. Wardly. 

P. J. Harrigan and J. Wardly 

Frank Stafford, 1609 W. Mulberrv 
St., Baltimore, Md 


1 Lumber 

Blue Dust 


1 carload.. 

1 carload . . 
1 carload . . 
3 carloads. 
1 carload. . 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload... 
1 carload . . 
1 carload . . 
. 1 carload . . 

to ConnellsviUe. Pa. 
Casparis. Pa., 

to ConnellsviUe, Pa. 
Waynesboro. Ohio. 


Fertilizer. ..... 












Fertilizer . . . 

to ConnellsviUe, Pa. 
Baltimore, Md., 

Philadelphia, Pa. 
Baltimore, Md., 

Frank Stafford 

to Kelton. Pa. 
Baltimore, Md., 

to West Grove. Pa. 
Baltimore. Md., 

Frank Stafford 

to Brandy Wine Summit, Pa. 
Baltimore, Md., 

Frank Stafford 

to Belair, Md. 

Baltimore, Md., 

Frank Stafford 

to Glen Hill, L. I. 
Baltimore, Md., 

Frank Stafford . 

to Toughk namon. Pa. 
Baltimore, Md., 

Frank Stafford 

Frank Stafford 

to Spring Grove, N. C. 
Baltimore, Md.. 

to Jamaica, L. I. 
Baltimore, Md., 

Frank Stafford 

Frank Stafford 

Frank Stafford 

Fr.nnk SfifforH 

to West Moorestown, \. J. 
Baltimore, Md., 

to Bloxom, Virginia. 
Baltimore, Md., 

to Felton, Pa. 
Baltimore, Md.. 

to Elk View, Pa. 
Baltimore, Md.. 

to Nottingham, Pa. 

We are not working without en- 
couragement. The adjoining figures 
are as refreshing as the sight of a 
home terminal to a tired train crew, 
and should speed us up to renewed 

There have been other encouraging 
signs, as witness a letter from a com- 
mittee of employes in the General 
Freight Claim Department in Balti- 
more to C. C. Glessner, their chief, 
pledging the assistance of ever^'body 
in that department to increase busi- 
ness through personal effort. The 
proof of what this meant may be 
found in the accompanying tabulated 
lists, several orders for the shipment 
of goods coming as the result of this 

The Management appreciates this 
fine spirit on the part of all employes, 
and our Traffic Department will be 
glad to help when called on for rates 
or special information necessary to 
get business. 

We are a long way from normal 
business, but we will attain it so much 
the sooner if we will all remember that 
the emploNTTient situation on the 
Railroad depends almost altogether 
upon our speed in getting there. 
Other railroads have gotten busy in 
spreading this story of system-wide 
solicitation, but with the start that 
we have secured, they won't be able 
to catch us if we only keep going. 

. Will you be one to help in restoring 
prosperity to our Lines and our 
people ? 

Veterans Lamb and Mont- 
gomery, Newark Division, 

ONE of the largest single orders 
secured for the movement of 
freight over the Baltimore and 
Ohio during the business-getting cam- 
paign was gotten b\- Conductor Wil- 
liam Lamb of the Newark Division. 
Air. Lamb was talking to one of the 
members of a contracting firm on his 
train one day and disco\-ered that if 
certain inexpensive facilities could be 
pro\-ided as suggested by thisbusiness, 
man. 20,000 tons of crushed stone 
would be given us to haul over our 

Baltimore and Ohio Magazine, July, igzi 


Mr. Lamb took the matter up with 
Superintendent Kruse of the Newark 
Division, the necessary track arrange- 
ment was approved and the business, 
producing a large revenue, came to 
the Baltimore and Ohio instead of to 
another railroad. 

We believe that this is one of the 
largest single orders secured by any of 
the Veterans during this campaign. 

\'eteran J. L. Montgomery, who 
has turned in a large number of cards 
indicating business secured by him 
for the Railroad, recently made one 
of his most successful solicitations, the 
result of which was a movement of 
several carloads of freight from Kane, 
Pa., to Toledo, and the promise on the 
part of the consignee that hereafter 
they would order all their business 
between these points routed via the 
Baltimore and Ohio instead of a com- 
peting line. 

We congratulate Mr. Montgomery 
on this splendid work done for the 
Railroad and wish him further suc- 
cess along the .same lines. 

The Diary of Otir Own 
"Aunt Mary" 

MISS STEVENS, associate edi- 
tor of the Mag.\zine, also 
known, especially among the 
readers of our Children's Page, as 
"Aunt Mary," recently returned from 
a week's vacation to the Southland. 
A freight wreck ahead of her train 
going down, delaying her almost a 
day, and a two-day storm at sea 
coming back on the boat (the effects 
on her we pass over quickly), did not 
prevent her from having an eye to 
Baltimore and Ohio business through- 
out the trip. As a result she handed 
me the following notes on her return, 
with a big "PLEASE" that they be 
not used in the Mac-vzine. As an 
illustration of what a woman empUn'e 
can do on a vacation week to bring 
business to the Railroad, this is 
much too good to be buried. May- 
be it will make some of us men get 
busy. Her business-getting adven- 
tures helped her meet a number of 
nice people and in that way enhanced 
considerably the enjoyment of the 

The Editor. 

4-12. On train Daytona to St. Augus- 
tine, sat with an old man who had wintered 
in St. Petersburg, Fla. Was on way to New 
York and intended going to Philadelphia by 
water and thence to New York. Then 
back home to Columbus, Ohio. Said he'd 
always traveled via competing road for no 
reason whatever, but that he'd heard Balti- 
more and Ohio service was good. Finally 
he said: "Well, by jing, if the Baltimore 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, inclusive — Continued. 






Frank Stafford 


1 carload . . 

Baltimore, Md., 

to Bangor, Pa. 

Frank Stafford 


1 carload. . 

Baltimore, Md., 

to Hatboro, Pa. 

Frank Stafford 


1 carload. . 

Baltimore, Md., 

Clarion, Pa. 


1 carload . . 

Baltimore, Md., 

Massap qua, L. I. 


1 carload. . 

Warwick, Pa. 

Frank Stafford 


1 carload . . 

Baltimore, Md., 

Philadelphia, Pa. 

Frank Stafford 


1 carload. . 

Baltimore, Md., 

to Beverly, N. J. 

Frank Stafford 


1 carload . . 

Baltimore, Md., 

to New Holland, Pa. 

Frank Stafford : . 


1 carload . . 

Baltimore, Md., 

to Clayton, N. J. 

Frank Stafford 

Tin Cans 

1 carload . . 

Baltimore, Md., 

Nashville, Tenn. 

F. C. Green, supervisor, 


1 carload . . 

Kansas City, Mo., 

Warren. Ohio. 

to Warren, Ohio. 

Miss Winifred Patton . . . .254 N. 


1 carload . . 

Niles, Otiio, 

Main St., Freight Office, 

to Detroit, Mich. 

Kites, Ohio. 

A. S. Wilson, agent. 

Steel Lath 

1 carload . . 

Niles, Ohio, 

Niles. Ohio. 

to Williamsburg, Va. 

A. S. Wilson 

Steel Lath 

1 carload . . 

to Denver, Colorado. 

Gerald J Minahan, 

Sheet Iron 

1 carload . . 

Niles, Ohio, 

Xiles, Ohio. 

to Mayvvood, 111 

P. J. Harrigan and J. Wardly, 


2 carloads. 

Connellsville, Pa. 

P. J. Harrigan and J. Wardly 


1 carload. . 

Pittsburgh, Pa., 
to Trotter, Pa. 

H. B. Jeffries, agent. 

Steam Shovel . . 

1 carload . . 

Erie, Pa., 

Washington, Pa. 

to Washington, Pa. 

H. B. Jeffries 

Joliet, 111., 

to Washington, Pa. 

Wire Fencing. . 

H. B. Jeffries 

1 carload . . 

Allen, Miss., via Chicago, 

to Washington, Pa. 

H. B. Jeffries 

Washington, Pa., 
to St. Louis, Mo. 

H. B. Jeffries 

Baskets . 

1 carload 

Springfield, Ohio, 
to Washington, Pa. 

H. B. Jeffries 

Boiler Tubes 

1 carload 

Washington, Pa., 

to Erie, Pa. 

H B Jeffries 

Boiler Tubes 

1 carload 

Washington, Pa., 

to Newport News, Va. 

H. B. Jeffries 

Boiler Flues.. . . 

Washington, Pa., 

to Houston, Texas. 

H. B. Jeftnes 

Shinglehouse, Pa., 
to Washington, Pa. 

H. B. Jeffries 


1 carload . . 

Bruin, Pa., 

to Washington, Pa. 

H. B. Jeffries 

Baby Carriages 

Washington, Pa., 

to Chicago, 111. 

H. B. Jeffries 


1 carload . 

Washington, Pa., 


to Toronto, Canada. 

H B. Jeffries 


1 carload 

Washington, Pa., 

to Various Points. 

H B Jeffries 

Tin plate 

1 carload 

Washington, Pa., 

to Hershey, Pa. 

\Vm. O'Brien, supervisor. 


2 carloads. 


Toledo, Ohio 

to Toledo, Ohio. 

Frank Dowling, claim clerk, 

Iron Sucker 

1 carload . . 

Toledo, Ohio, 

Toledo, Ohio. 


to Bridgeport, 111. 

F. E. Snyder, switchman, 


1 carload . . 

Lima, Ohio, 

Lima, Ohio. 

to Phoenixville, Pa. 

George Beckman, 2nd and Smith 

Window Shades 

1 carload . . 

Sullivan, Ohio, 

Sts., Cincinnati, Ohio. 

to Cincinnati, Ohio. 

F. W. Melis, chief clerk. 

Fish Oil 

2 carloads. 

Baltimore, Md., 

Baltimore, Md. 

to Cincinnati, Ohio. 

F. W. Melis 


3 carloads. 


to Baltimore, Md. 

H. B. McKinley. engineman. 


2 carloads. 

Casparis, Pa., 

Washington. Pa. 

to Mather, Pa. 

J. W. Schnabel, cabinet maker, 


1 carload. . 

Birmingham, Ala., 

.314 W. Wayne St., Lima, Ohio. 

to Lima, Ohio. 

J. W. Schnabel 


1 carload. . 

to Lima, Ohio. 


Baltimore and Ohio Magazine, July, ig2i 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive —Continued. 





J. W. Schnabel 

Merchandise. . . 

L. C. L... 

Chicago, 111., 

to Lima, Ohio. 

Miss Irene Kirtin, clerk, 


1 carload. . 

Winchester, Va., 

Freight Office, Cincinnati, Ohio. 

to Cincinnati, Ohio. 

Miss Irene Kirtin 


1 carload . . 

Coalton, Va., 

to Cincinnati, Ohio. 

W. E. Cox, Toledo Division, 


1 carload . . 

Cincinnati, Ohio, 

Freight Office, Toledo, Ohio. 

to Aurora, Ind. 

W. E. Cox 


3 carloads. 

Des Arcs, Ark., 

to Cincinnati, Ohio. 

AV. E. Cox 


1 carload . . 

Helena, Ark., 

to Cincinnati, Ohio. 

John Welsh, 

3 carloads. 

Cincinnati, Ohio, to I^ergen- 

Cincinnati, Ohio. 

field, N. J., New York City, 
and North Flint, Mich. 

W. H. Backer, 


1 carload . . 

Near Portsmouth, Ohio, 

Cincinnati, Ohio. 

to Cincinnati, Ohio (Brigh- 

T. F. Wilkerson. Brighton, 


1 carload . . 

Cincinnati. Ohio, 

Cincinnati, Ohio. 

to Los Angeles. Cal. 

T. F. Wilkerson 


1 carload . . 

Indianapolis, Ind., 

to Cincinnati, Ohio. 

T. F. Wilkerson, 


2 carloads. 

Cincinnati, Ohio, to Wilkes 
Barre, Pa., and Richmond, 

G. Kittle, 


3 carloads. 

Cincinnati. Ohio, to North 

Cincinnati, Ohio. 

Flint, Mich., Lockland, 
Ohio and Holyoke, Mass. 

John W. Cason. general foreman. 

Oil Stove 

1 carload . . 

Cincinnati, Ohio, 

Cincinnati, Ohio. 


to New York City, N. Y. 

G. W. Pendery, 


1 carload . . 

Cincinnati, Ohio, 

Cincinnati, Ohio. 

to Newark, Ohio. 

G. W. Pendery 


2 carloads. 

Cincinnati via St. Louis, 

to Kansas City, Mo. 

G. W. Pendery 


2 carloads. 

Cincinnati, Ohio, 

to Baltimore. Md. 

J. J. O'Donnell, car clerk. 

5 carloads. 

Cincinnati, Ohio, 

Cincinnati, Ohio. 

to Long Island City, N. Y., 

Providence, R. I., St. 

Louis, Mo., Pittsburgh, 

Pa., and Hays, Kansas. 

J. J. O'Donnell 

2 carloads. 

Cincinnati, Ohio, 

to Tulsa, Okla., and Kansas 

City, Mo. 

J. J. O'Donnell 

2 carloads. 

Cincinnati, Ohio, 

to Kingston, N. Y., and 

Huntington, W. Va. 

George R. Littell, asst. agent. 

Street Cars .... 

3 carloads. 

Cincinnati, Ohio, 

Cincinnati, Ohio. 

to Palawanda Heights, 


George R. Littell, 


1 carload . . 

Cincinnati, Ohio. 

to Detroit, Mich. 

G. W. Pendery, 


1 carload . . 

Cincinnati. Ohio, 

Cincinnati. Ohio. 

to New York City. 

Wm. Cox, 

Green Hides . . . 

2 carloads. 

New York City 

Cincinnati, Ohio. 

to Cincinnati. Ohio. 

Wm. Cox 


1 carload . . 

Brooklyn, N. Y., 

to Cincinnati, Ohio. 

G. M. Kittle, agent. 


1 carload . . 

Cincinnati. Ohio, 

Brighton, Ohio. 

to Kansas City, Mo. 

Jas. H. Getty, freight office. 


1 carload . . 

Battle Creek, Mich.. 

Cincinnati, Ohio. 

products .... 

to Lima, Ohio. 

Jas. H. Getty 



1 carload , . 

Battle Creek, Mich., 

to Xenia, Ohio. 

Jas. H. Getty 



1 carload. . 

Battle Creek. Mich., 

to Baltimore, Md. 

Jas. H. Getty 



1 carload . . 

Battle Creek, Mich., 

to Wheeling. W. Va. 

Jas. H. Getty 



1 carload . . 

Battle Creek, Mich., 

to Washington, D. C. 

Jas. H. Getty 


1 carload . . 

Richton. Miss., via Cincinnati, 

to Sault St. Marie, Ont. 

Jas. H. Getty 


1 carload . . 

Quicksand. Ky., 

to New Rochelle, N. Y. 

J. A. Weaver, car clerk, Howard 


1 carload . . 

Akron, Ohio. 

Street, Akron, Ohio. 


to Rochester, N. Y. 

J. B. Drake, asst. agent. 

Sewer pipe 

3 carloads. 

Akron, Ohio, 

Akron, Ohio. 

to Utica, N. Y. 

Geo. Pendery, dist. freight office. 

Terra cotta. . . . 

2 carloads. 

Perth Amboy, N. J., 

Cincinnati, Ohio. 

to Cincinnati. Ohio. 

and Ohio has got people in its service like 
you, who are as anxious about the welfare 
of the traveler as you are, I'm willing to try 
it once. It must be a good road to ride on. 
Yes, ma'am, I'll take your road back home, 
an' if I don't like it I'll write an' tell you 

4-14. Heard one of the stewards on 
our steamer tell two .girls that the best way 
to get from Baltimore to Xew York was via 
the line of our competitor. Very impolitely, 
but as cautiously as possible, I "butted in," 
and asked him if he were positively sure of 
that. He looked at me sheepishly and said : 
"Well, that's the way most people go." I 
asked: "What's the matter with the Balti- 
more and Ohio?" "\Vell," said he, "per- 
sonally, I have no fault to find with it. It's 
all right, as far as I know." "Do you work 
for the Baltimore and Ohio?" he added. 
"Yes, and I'm proud to say I work for the 
finest railroad between Baltimore and New 
York, too, and its service can't be beat." 

"Do you believe that, or are you just 
boosting your road?" 

"Both. I know by experience, and I'm 
proud to boost it." 

"I reckon you're right," he said, walking 
away, and the girls asked me how to get to 
the Baltimore and Ohio station. 

4-15. Lady and her husband on the boat, 
Jacksonville to Baltimore. Live in Michi- 
gan in summer. Were on way home. Said 
they were going via Baltimore and Ohio to 
Chicago, and wouldn't travel any other way. 

4-16. Traveling salesman with his wife 
and dog aboard the steamer said they 
travel West a great deal, but wouldn't travel 
on the Baltimore and Ohio. Simply preju- 
diced against it. I asked them if they'd 
ever traveled our line. Man said he had, 
but a number of years ago. I asked them 
if they wouldn't trv' it next time they go to 
their home in Seattle. Said: "Maybe so, 
we'll see about it." 

4-16. Old lady and husband coming 
from Savannah, Ga.; wanted to go to Fair- 
mont, W. Va., to visit sick sister. Said they 
knew they had to go to Baltimore, but 
didn't know how to get to Fairmont from 
there. I told them they could get a train 
out Saturday night (it was 8.30 when we 
docked) from Camden Station and told 
them how to get to Camden from the wharf. 

4-16. Two young ladies, living in Mead- 
ville. Pa., had bought their tickets via 
another road than ours, because "that's 
what the steamship agent sold us." They 
had never heard of the beautiful scenery 
along the Baltimore and Ohio, and when I 
described to them my trip up the Shenan- 
doah Valley, the elder said: "My, but I 
wish we'd known that!" Tliey spend all 
their winters in the South and promi.sed 
that their next trip to Washington, D. C, 
from Pittsburgh would be via Baltimore 
and Ohio. 

4-16. While waiting for street car after 
lea\'ing dock, an elderly gentleman asked 
me the way to Camden Station. Told him 
if he'd get on same street car with me, I'd 

Baliimort and Ohio Magazine, July, iq2I 


show him just where he could transfer, or 
walk just a block to get there. He did and 
I left him on the comer of Pratt and 
Howard Streets. 

4-16. At the same time a young girl 
asked if she might go uptown with us. She 
wanted to go to Washington, D. C. We 
asked her if she didn't want to go from 
Camden Station. She said: "No, that 
road's too dirty for me." By this time I 
was too tired to argue, but just took her 
along and put her off the car at the right 
place, telling her, of course, that we were 
Baltimore and Ohio employes and that 
whenev^er she cared to ride on the Baltimore 
and Ohio she could be sure of excellent 
service. She appeared to be grateful to us 
for showing her the way. 

When the Newspapers Praise 
It, It Must be Good 

DAVID J. DAVIES, who writes 
the popular "Town Tattler" 
column for the Pittsburgh 
Dispatch, had this to say in his letter 
of April 14: 

We're for the Baltimore and Ohio hence- 
forward, for here's a real boost for the road 
that used to be considered anything but 
good. The following letter from a well- 
known business man explains itself: 

"Mr. Tattler: You are not too young, 
perhaps, to remember the old minstrel gag. 
Mr. White would say: 'I just loves the 
city of Washington and I wants to go there 
the worst way.' Then Mr. Black would 
reply: Why don't you take the Baltimore 
and Ohio?' 

"Mr. Black may have been right in 
those days, but not now, for the Baltimore 
and Ohio is a real railroad and the dining 
car servMce 100 per cent, better than some 
others out of Pittsburgh. 

"For the first time in many years I took 
the Baltimore and Ohio to Washington last 
week and when I went into the dining car 
was surprised to find on the menu a special 
dinner for $1.25. The dinner consisted of 
soup, fish, meat, two vegetables, a salad, 
dessert and coffee, and when the bill was 
paid I was handed a nice little package of 
peppermint candy — all for $1.25. 

"This same dinner on any other car would 
have cost double that amount or more. 
The dining car steward was most attentive 
and the waiters polite and solicitous for my 

"It might be well for other railroads to 
do likewise." 

This is but one of three or four 
similar comments from well-known 
big city newspapers that have come 
to our attention in the last few 
months. The other railroads are 
simply not getting them this way 
and there's only one answer — our 
Dining Car Department is producing 
the goods. 

Don't forget that E. V. Baugh, 
superintendent, is always glad to 
have honest criticisms of the service 
from employes as well as passengers. 
They help to perfection just as much 
as do the compliments. 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Continued 

^ Veter.\n 




J. W. Burk, 


2 carloads 

Nashville, Tenn.. 

Parkersburg, W. Va 

to Marietta, Ohio. 

Miss Irene Kirton, clerk terminal 


1 carload . . 

Carlton. N. Y., 

freight office, Cincinnati, Ohio 

to Cincinnati, Ohio. 

0. C. Budd, agent, 

All future 

Beardstown, 111., 

Cincinnati, Ohio. 


to Cincinnati, Ohio. 

J. S. Montgomery Penn. yard 

conductor, Newark. Ohio. 


About 75 

Caming, Ohio, via Junction 

cars per 

City, to Newark, Ohio. 

month. . . 

Mr. Arnold, Dockmaster. 

Live poultry . . . 

3 cars per 

St. Louis, Mo., 

Toledo, Ohio. 

week . . . . 

to Philadelphia, Pa. 

W. C. Cox, 


1 carload . . 

Glenwood. Pa., 

Pittsburgh, Pa. 


to Bloomsburg. Pa. 

W. C. Cox 


1 carload . . 

Glenwood, Pa., 

to Albany, Ohio. 

Edward Ledger, supervisor, 


1 carload . . 

Dayton, Ohio, via Columbus, 

Dayton, Ohio. 

machines .... 

to Pittsburgh, Pa. 

Frank Lang, bill clerk. Frt. Office, 


1 carload . . 

Philadelphia, Pa., 

Chillicothe, Ohio. 

to Chillicothe, Ohio. 

Miss Margaret Thatcher, demur- 

Board walks . . . 

1 carload . . 

Chillicothe, Ohio. 

rage clerk, Chillicothe, Ohio. 

to Detroit, Mich. 

J. L. Thoman, G. Y. M.. 

Sheet steel 

1 carload . . 

Warren, Ohio, 

DeForest Jet., Ohio. 

to Winnipeg, Man. 

L. B. Humphries, 57 Helen Ave., 

Sheet steel 

1 carload. . 

Niles, Ohio, 

Niles, Ohio. 

to Baltimore. Md. 

F. E. Snyder, switchman. 


1 carload . . 

Lima, Ohio, 

Lima, Ohio. 

to Phoenixville, Pa. 

Frank Stafford. 1609 W. Mulberry 


1 carload . . 

Baltimore, Md.. 

St., Baltimore, Md. 

to Philadelphia. Pa. 

Frank Stafford 


4 carloads . 

Baltimore, Md., 

to Greenwich Point, 

Philadelphia. Pa. 

Frank Stafford 


1 carload . . 

Baltimore, Md., 

to Philadelphia. Pa. 

Frank Stafford 


2 carloads. 

Baltimore, Md., 

XlAlli^ ..^LtlUVVlVi. . . - - ■ ■ ."• 

to Greenwich Point, 

Philadelphia, Pa. 

FranV Stafford 


1 carload . . 

Baltimore, Md.. 

L I CLllH^ Ol-tlU'-'i'-l- . • ■ - ■•. • 

to Mt. Holly. N. J. 

F. W. Melis, export clerk. 


2 carloads. 

Pottstown. Pa.. 

Baltimore. Md. 


to Baltimore, Md. 

Mrs. Pearl Schmutz, office of agt., 
Youngstown, Ohio. 


4 carloads. 

Youngstown. Ohio, 

to Jackson, Mich. 

X. L. Reese, 97 E. Chalmers St., 
Youngstown, Ohio. 


1 carload. . 

Eau Claire, Wis., 

to Youngstown, Ohio. 

\. L. Reese 


1 carload . . 

Shawana, Wis., 

to Youngstown. Ohio. 

P. J. Harrigan and J. Wardly, 

Connellsville, Pa. 


1 carload . . 

Davidson, Pa., 

to Masontown, Pa. 

I. E. Kelley, foreman of water sta- 
tions, east end. Wilmington, Del. 


All future ; 

hipments from Akron, Ohio, 

to Wilmii 

igton, Del. 

C. H. P. Bosserman, agent. 


Less car- 

Decatur, Va., 

Decatur, Va. 

load. . . . 

to Philadelphia, Pa. 

Q ^ j^_ p^ Bosserman 


Less car- 

Decatur, Va., 

load. . . . 

to Staunton, Va. 

Jim Fallon, 


2 carloads. 

Brighton, Ohio, 

Cincinnati, Ohio. 

to Detroit, Mich. 

Tim Fallon 


5 carloads. 

Brighton, Ohio, 

1 1111 i diiv-'i^ .........-••.••■• 

to Detroit, Mich. 

Tim Fallon 


1 carload . . 

Brighton, Ohio, 

jlXiX i tllH_'il. ......■■••••.•■"■ 

to North Flint, Mich. 

J. L. Thoman. G. Y. M., 

Car parts 

12 carloads 

DeForest Junction, Ohio, 

DeForest Jet., Ohio. 

to Berwick, Pa. 

R. H. Childs. 

Canned fruit . . . 

1 carload . . 

Warren, Ohio, 

Warren, Ohio. 

to Cleveland. Ohio. 

P. J. Harrigan, 


1 carload . . 

Minneapolis, Minn.. 

Connellsville, Pa. 

to Connellsville, Pa. 

T> T TTprrionn 


1 carload . . 

Suter. Pa., 

XT . J . ncLl llgdix 

to Connellsville, Pa. 

p. J. Harrigan ^ 


1 carload. . 

Cleveland, Ohio, 


to Connellsville, Pa. 

P T T-TarriGfan 


1 carload. . 

Chicago, 111., 

i, I. iidii jg<*i I.... 

to Connellsville, Pa. 

p T TTarrican 


1 carload. . 

Pittsburgh, Pa., 

X, I. XXctil *^t** 1. .••••--•-•■■■■■■ 

to Connellsville, Pa. 

p. J. Harrigan, 

Sewer tile 

1 carload . . 

Toronto, Ohio, 

Connellsville, Pa. 

to Connellsville, Pa. 

P T T-Tarri(Tfln .... 


1 carload . . 

Pittsburgh, Pa., 

ST. J. Xlcllll^dli 

to Connellsville, Pa. 

P T T-Tarricran . . ■ 


1 carload . . 

Pittsburgh, Pa., 

ir . J • ridiiigdii 

to Connellsville. Pa. 


Baltimore and Ohio Magazine, July, ig2i 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Continued 





P. J. Harrigan. 
P. J. Harrigan. 

F. W. Melis, export clerk, 

414 E. 31st St.. Baltimore. Md. 
I. N. Marsh, 318 Juniper Street, 

Versailles, Pa. 
W. A. Cooper, engineer, 

Versailles, Pa. 

E. J. Burke, Park Building, 

Cleveland, Ohio. 
E. J. Burke 

E. J. Burke 

Frank Heidy. 

New Philadelphia, Ohio 
A. J. Seifert, rate clerk, 

Massillon, Ohio 
P. C. Stevenson, 

New Philadelphia, Ohio 
R. H. Trcescher, 

Akron, Ohio 
E. J. Burke, 

Cleveland, Ohio 
H. C. Batchelder, 

Akron, Ohio, 
Miss Gertrvide Totten, 

Cleveland, Ohio 
Miss Gertrude Totten 

F. Kraincr, 

Cleveland, Ohio 
Florence Stahlnecker, Columbus 
Road Station, Cleveland, Ohio 
E. J. Burke, 

Cleveland, Ohio 
E. J. Burke 

E. J. Burke 

E. J. Burke 

A. J. Bell, 

F. Kramer, 

Miss B. Harkey, 

A. J. Bell, 

Cleveland, Ohio. 
E. P. Harries, chief clerk, 

Dover, Ohio. 
James L. Montgomery, 

Toledo, Ohio 
S. H. Rhoads. agent. 

Warren, Ohio 
S. H. Rhoads 

Cleveland, Ohio 
Cleveland, Ohio 
Cleveland, Ohio. 

Llo>-d J. Richards, clerk, 

Warren, Ohio 
H. C. Barchelder, T. M.. 

Cleveland, Ohio 
J. P. Leingang, 

E. J. Burke, 

F. Kramer, 

A. J. Bell, 

Cleveland, Ohio. 
R. J. Garrett, asst. cashier, 

Cleveland, Ohio. 
A. J. Seifert, rate clerk, 

Massillon, Ohio. 
C. O. Hogue, agent. 

Canton, Ohio. 
Miss Gertrude Totten, 

Cleveland, Ohio. 

Cleveland, Ohio. 
Cleveland, Ohio 
Cleveland, Ohio 

Stone . . 
Sand . . . 
Flour . . 
Pipe. . . 



Enameled ware 


Steel bases 




Canned fruit . . 



Core oil . . 
Iron pipe. 
Lumber . . 




Plate glass. ... 



Mtg. bar cases. 


Fire clay 

Oil well 

Flv oil 

Salt . . 

Steam con- 
Sheet steel. . 


2 carloads. 
1 carload . . 
1 carload . . 

1 carload. . 

2 carloads. 

1 carload . . 

2 carloads. 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload . . 
1 carload . . 

1 carload . . 

2 carloads. 

1 carload . . 

2 carloads. 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload. . 
1 carload. . 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload. . 
1 carload . . 
1 carload . . 
20 carloads 
4 carloads. 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload . . 
1 carload. . 

Casparts, Pa.. 

to Connellsville, Pa. 
Pittsburgh, Pa.. 

to Connellsville, Pa. 
Kent, Ohio, 
' to Alexandria, Va. 
Baltimore, Md., 

to Rankin, Pa. 
McKeesport, Pa., 

to Taft and Los Angeles, 

Cleveland, Ohio, 

to Rochester, N. Y. 
Cleveland, Ohio, 

to Detroit, Mich. 
Cleveland, Ohio, 

to Pontiac, Mich. 
New Philadelphia, Ohio, 

to St. Louis, Mo. 
Massillon, Ohio. 

to St. Louis. Mo. 
New Philadelphia. Ohio. 

to New York City. N. Y. 
Cleveland. Ohio. 

to Akron. Ohio. 
Strasburg. Ohio. 

to Zanesville, Ohio. 
Akron. Ohio. 

to Canton. Ohio. 
Cleveland. Ohio, 

to Lockland, Ohio. 
Cleveland. Ohio, 

to Batzum. Ohio. 
Cleveland, Ohio, 

to St. Louis, Mo. 
Akron. Ohio. 

to Cleveland. Ohio. 
Cleveland, Ohio, 

to Detroit. Mich. 
Cleveland. Ohio. 

to Black Rock. N. Y. 
Cleveland. Ohio. 

to West Newton. Pa. 
Cleveland, Ohio, 

to Madison, Ohio. 
Ruston, La.. 

to Cleveland, Ohio. 
Cleveland, Ohio. 

to Memphis. Tenn. 
Cleveland. Ohio. 

to Akron, Ohio. 
Cleveland. Ohio. 

to Atwater, Ohio. 
Dover. Ohio. 

to New Orleans, La, 
Toledo, Ohio, 

to Atlanta, Ga. 
Canton. Ohio. 

to Warren, Ohio. 
Cleveland. Ohio. 

to Warren, Ohio. 
Warren, Ohio, 

to St. Paul, Minn. 
Canton. Ohio. 

to Philadcljihia. Pa. 
Lcwiston, Me., 

to Cleveland, Ohio. 
Cleveland. Ohio. 

to South Park. Ohio. 
Cleveland, Ohio. 

to St. Louis. Mo. 
Cleveland. Ohio. 

to W. Alexandria. Ohio. 
Cleveland. Ohio. 

to Philadelphia, Pa. 
Massillon, Ohio, 

to New York City. 
Canton, Ohio, 

to Cincinnati, Ohio. 
Cleveland. Ohio, 

to Charleston, W. Va. 

Our Grain Elevators at 
Locust Point 

{Continued from page 11) 

which grain is directly conveyed from 
vessels to storage bins. These marine 
legs are used in the unloading and 
placing in storage of a considerable 
amount of grain which is produced 
adjacent to Chesapeake Bay. 

Safeguarding the Piers 

Consideration was gi\-en a few 
years ago to the possible construction 
of a modem concrete type of elevator 
for the handling of export grain busi- 
ness at Locust Point, but because of 
the war and the consequent enor- 
mous increase in the cost of labor and 
materials, this work has been indefi- 
nitely postponed. It has, therefore, 
been necessary to operate the present 
facilities in the most intensive man- 
ner possible, and to safeguard them 
against destruction by fire with every 
means possible. The destruction of 
these facilities, in addition to the 
causing of a financial loss, would re- 
sult in an enormous decrease in revenue 
because of the interruption of trans- 
portation of export grain on account 
of the loss of facilities for handling it. 

As a means of safeguarding against 
fire, there is maintained at Locust 
Point a permanent fire brigade, both 
day and night, with necessar\- equip- 
ment for use in any emergenc}'. 
There is also provided in each eleva- 
tor a complete standjiipe system with 
hose connections, as well as city fire 
alarm boxes on each floor and con- 
stant watchman ser\-ice throughout 
the entire structure. Workmen are 
prohibited from carrying matches or 
any of the other necessities for smok- 
ing within the elevators. 

Disastrous Grain Dust Explosions 

During recent years there have 
occurred in various grain elevators a 
number of very destructive explo- 
sions, the most recent and most dis- 
astrous of which took place on March 
19, 192 1, in the Chicago and North- 
western Elevator at South Chicago, 
which was operated b}' the Armour 
Grain Comj^any. That this explosion 
was caused by dust is a generally 
accepted fact, but the manner in 
which it was ignited and the explosion 
started is a matter of theory only and 
probably never will be dcfinitel\- 
known. This particular elevator had 
the largest storage capacity of an\- 
similar structure in the world and had 
only recently been completed at a 
cost of approximately $10,000,000. 
The entire elevator and surrounding 
structures, including power house, are 
practically a complete wreck, and six 
men lost their lives in the explosion. 

Baltimore and Ohio Magazine, July, IQ2I 


It is a significant fact, however, and 
perhaps a strange one that all de- 
structive dust explosions of record in 
grain elevators have occurred in the 
more modem structures which have 
been built of concrete or other ma- 
sonry, and while a ntunber of ele\'a- 
tors of the Locust Point type have 
been destroyed by fire, there is no 
record of an explosion in connection 
with same. In fact, when fires have 
started from other sources and the 
elevator has been entirelv destroyed, 
dust explosions have been ver\- un- 
usual. There is also a record of minor 
damage having been done by dust 
explosion and the building not burned 
— the extent of the damage being a 
hole blown through the wall of the 

The most generally accepted theor}' 
of dust explosion is that the dan- 
gerous element is contained in the 
very fine, light dust which is carried 
in the air and which finds an ideal 
lodging place on the granular interior 
surfaces of concrete walls and other 
masonrv-. This very fine material is 
the dangerous dust, it being almost 
as light as air and very inflammable. 
The smooth surfaces presented by the 
dressed lumber in posts, walls and 
bins of the wooden elevator do not 
readily retain this dust, and such of 
this dust as settles on horizontal 
beams and ledges is mixed with the 
heavier and less dangerous dust. 
This dust, however, is not considered 
subject to spontaneous combustion 
and the ignition causing explosion 
must occur from some outside source. 

Removing Dust Explosion Danger 

It is, however, good practice to 
keep dust removed from the floors, 
walls and beams in the elevator 
structures, and to avoid as far as pos- 
sible the danger from this source. 
This requires constant and careful 
attention, as every movement of 
grain through the elevator, either in 
the unloading of cars or other hand- 
ling, gives off a considerable quantity 
of dust. Prior to the last few months, 
it has been necessary to remove this 
dust, when collected, by placing it in 
sacks and carrv-ing it out of the eleva- 
tor for loading on cars or other dis- 

To eliminate as far as possible the 
fire hazard from the collection of dust 
in the elevators, and in order tb pro- 
vide means for the-convenient, econ- 
mical and quick removal of the dust; 
it was decided in the spring of 1920 to 
install a complete mechanical system 
for the collection, storage and ship- 
ping of dust. At the same time there 
. was also authorized the installation 
of modern facilities for the cleaning 
of grain. Xew cleaners were pur- 

Retums of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Continued 





Miss Stephenson, 4503 W. 30th 

Sulphate zinc . . 

1 carload . 

Cleveland. Ohio. 

Street, Cleveland, Ohio. 

to Chester. Pa. 

Frank Stafford 1609 W. 


2 carloads. 

Baltimore. Md.', 

Mulberry St., Baltimore, Md. 

to Wysox. Pa., and Free- 

ville. N. Y. 

Frank Stafford 


2 carloads. 

Baltimore. Md., 

to Bowdoinham. Me., 
and Apalachin, X. Y. 

Frank Stafford 


2 carloads. 

Baltimore. Md., 

to Philadelphia. Pa. 

I. X. Marsh. 318 Jumper St., 


1 carload . . 

Pittsburgh. Pa.. 

Versailles, Pa. 

to Fredericksburg. Md. 

I. X. Marsh 

1 carload. . 
Less car- 
loads .... 

to Baltimore. Md. 

I. X. Marsh 

to Pittsburgh, Pa. 

(Mr. Marsh states we are receiving 2 to 

5 cars daily.) 

F. W. Melis. export clerk. 414 E. 


1 carload . . 

McKeesport. Pa.. 

31st St.. Baltimore. Md. 

to Washington. D. C. 

P. J. Harrigan, 

Semolina flour. . 

1 carload. . 

Minneapolis, Minn., 

Connellsville, Pa. 

to Connellsville, Pa. 

P. J. Harrigan 


1 carload . . 

Connellsville, Pa., 

to Morgantown, W. Va. 

P. J. Harrigan 


2 carloads. 

Alden Mine, 
to Reading, Pa. 

P. J. Harrigan 


5 carloads. 

Frederick Mine, 
to Curtis Bay. Md. 

Frank J. Stafford, 1609 W. 


1 carload . . 

Baltimore, Md., 

Mulberry St.. Baltimore, Md. 

to Wilmington, Del. 

Frank J. Stafford 


1 carload. . 

Baltimore, Md., 

to Allentown, Pa. 

Frank J. Stafford 


1 carload . . 

Baltimore. Md.. 
to Candow. X. Y. 

Frank J. Stafford 


1 carload. . 

Baltimore, Md.. 

to Floral Park, L. I. 

F. H. Knox, agent. 


17 carloads 

Xew Castle, Pa., 

New Castle. Pa. 

to Wicliffe. Ohio. 

E. H. Russell, bill clerk. 


1 carload . . 

East Akron, Ohio, 

East Akron, Ohio. 


to Glasgow, Pa. 

J. B. Drake, asst. agent. 


1 carload . . 

East Akron. Ohio, 

East Akron, Ohio. 

to Cleveland, Ohio. 

E. H. Russell, bill clerk. 


1 carload . . 

East Arkon, Ohio, 

East Akron, Ohio. 

to Youngstown, Pa. 

Paul Cummings. clerk. 

Dry goods 

Less car- 

Cleveland. Ohio, 

Akron, Ohio. 

loads . . . 

to Akron. Ohio. 

Paul Cummings 


Less car- 
loads . . . 

Cleveland. Ohio, 

to Akron. Ohio. 

Paul Cummings . 


Less car- 
loads. . . 

Cleveland, Ohio, 

to Akron, Ohio. 

Paul Cummings . 

Dry goods 

Less car- 

Cleveland, Ohio, 

loads . . . 

to Akron, Ohio. 

Paul Cummings 


Less car- 

Brockton, Mass.. 

loads . . . 

to Akron. Ohio. 


Less car- 

Bridgeport, Conn., 

load .... 

to Akron. Ohio. 

Less car- 

Chicago, 111., 

loads . . . 

to Akron, Ohio. 

Less car- 

Chicago, 111., 

load .... 

to Akron. Ohio. 

Paul Cummings 

Bed springs. . . . 

Less car- 

Mansfield, Ohio, 

load. . . . 

to Akron, Ohio. 

Paul Cummings 


Less car- 

Columbus. Ohio, 

loads . . . 

to Akron, Ohio. 

Paul Cummings . 


Less car- 

Chicago, 111., 

load. .. . 

to Akron, Ohio. 

Paul Cummings . 


Less car- 

Chicago, 111., 

load. . . . 

to Akron, Ohio. 

Robert Deane. G. Y. M.. 


1 carload . . 

TitusviUe, Pa., 

Allegheny. Pa. 

to Allegheny, Pa. 

Robert Deane. ... 


1 carload . . 

Allegheny, Pa., 

to Uniontown, Pa. 

P. Colligan, agent. 


1 carload . . 

Allegheny, Pa., 

Allegheny, Pa. 

to St. George Lighterage, 
N. Y. 

1 carload. . 

Allegheny. Pa., 

to Camden, X. J. 

P. Colligan 


1 carload . . 

Alleghenv. Pa., 

to Uniontown, Pa. 


1 carload . . 

Alleghenv, Pa., 

to Uniontown, Pa. 

P. Colligan. 


1 carload . . 

Alleghenv, Pa., 

to Uniontown, Pa. 


Baltimore and Ohio Magazine, July, iq2I 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Continued 

Veteran Commodity 



P. Colligan 


1 carload. . 

Allegheny, Pa., 

to Uniontown, Pa. 

P Collifian 

Tar . .... 

1 carload . . 

Allegheny, Pa., 

to Scranton, Pa. 

P. Colligan 


Allegheny, Pa., 

to Pier 21, E. R.,Xew York. 

P Collipan 


1 carload. . 

Ashtabula, Ohio, 

to Allegheny, Pa. 


1 carload. . 

Wisconsin Rapids, Wis., 

to Allegheny, Pa. 


1 carload . . 

Allegheny, Pa., 

to Uniontown, Pa. 

P Colligan, . 


1 carload. . 

East Joliet, 111., 

to Allegheny, Pa. 

P Colligan 


1 carload . . 

Brooklyn, N. Y., 

to Allegheny, Pa. 

P Colligan 


1 carload . . 

Allegheny, Pa.. 

to Johnstown, Pa. 

P Colligan 


8 carloads . 

Glenwood, Pa., 

to Allegheny, Pa. 

P Colligan 

400 car- 

Sandusky, Ohio, 

loads . . . 

to Allegheny, Pa. 

P Colligan 


100 car- 

Sandusky, Ohio, 

loads. . . 

to Allegheny, Pa. 

P Colligan 


to Allegheny, Pa. 

P Colligan 


All future 

Sandusky Ohio, 


to Allegheny, Pa. 

P. Colligan, agent, 

Allegheny, Pa. 


1 carload . . 

Nekoosa, Wis., 

to Allegheny, Pa. 

George R. Wallace, 630 N. 10th 


Less car- 

Various points 

Street. East St. Louis, 111. 

load .... 

to East St. Louis, 111. 

3 carloads. 

Athens, Ohio, via Baltimore 

and Ohio. 

R. H. Campbell, agent. 

Live stock 

1 carload. . 

Chicago, 111., 

Singerly, Md. 

to Singerly, Md. 

C. W. Pence, medical examiner. 


1 carload . . 

East St. Louis, 

24th and Chestnut Sts., 

to Wilmington, Del. 

Philadelphia, Pa. 

Frank Stafford, 1609 W. 


1 carload . . 

Baltimore, Md., 

Mulberr\- St.. Baltimore, Md. 

to Philadelphia, Pa. 

Frank Stafford 


2 carloads . 

Baltimore, Md.. 

to Luthersburg, Pa., and 

Home, Pa. 

T. C. Smith, terminal trainmaster. 

Paving brick . . . 

75 carloads 

Canton, Ohio, 

Akron, Ohio. 

to Akron, Ohio. 

Jim Fallon, 


1 carload . . 

Cincinnati. Ohio. 

Cincinnati, Ohio. 

to Chattanooga. Tenn. 


1 carload . . 

to Chicago, 111. 

James Aiken, agent. 

W. L Pipe 

1 carload . . 

Youngstown, Ohio, 

Youngstown, Ohio. 

to Marietta, Ohio. 

F. W. Melis, export clerk, 

414 E. 31st St., Baltimore, Md. 

Oil . . . . 

1 carload . . 

Reno. Pa., 

to New Martinsville. W.Va 

F. W. Melis 


2 carloads. 

Milwaukee, Wis., 

to Baltimore, Md.. and 

Harrisonburg, Va. 

A. E. Roden, General Freight 


1 carload . . 

Baltimore, Md., 

Claim Dept., Baltimore, Md 

to Parksley, Va. 

A. E. Roden 


I carload . . 

Baltimore, Md., 

to Kno.wille. Tenn. 

William Lamb, 

Baled hay 

3 carloads. 

Utica, Ohio, 

Newark, Ohio 

to Valley Crossing, Ohio. 

AVilliam Lamb 


1 carload. . 

Utica, Ohio, 

to Princeton, W. Va. 

William Lamb 


1 carload . . 

Utica, Ohio, 

to Stamford, Conn. 


4 carloads 

Utica, Ohio, 

to Valley Crossing, Ohio. 

Baled hay 

5 carloads 

Utica, Ohio, 

to Valley Crossing, Ohio. 

William Lamb 

Baled hav 

1 carload. 

Utica, Ohio, 

to Colburn, Va. 

Daniel Moriarity, 359 Clinton St. 


Less car- 

Newark, Ohio, 

Newark, Ohio 

load .... 

to Columbus, Ohio. 

Daniel Moriarity 


Less car- 

Newark, Ohio, 

load . . . 

to New Le.xington, Ohio. 

Daniel Moriarity 


Less car- 

Montpelier, Vt., 

load. . . 

to Newark, Ohio. 

W. B. Winkler, asst. agent. 


1 carload. 

Akron, Ohio, 

Akron, Ohio 

to Chicago, III. 

chased and replaced old cleaners 
which were located in the cupola of 
each house, where they constituted a 
considerable fire risk, were not readily 
accessible for adjustment and super- 
vision, and where, in many cases, 
their operation involved an undue 
amount of handling of grain. The 
new cleaners, therefore, were located 
on the ground floor of elevators, being 
distiibuted throughout each house so 
that as wide a range as possible could 
be served by each machine. 

With this in view, three machines 
were placed in each house, each hav- 
ing a capacity of 4,000 bushels per 
hour — this being the largest machine 
that the clearance between bents in 
the elevators would permit being in- 
stalled. These machines are of the 
most modem type, and consist of a 
combination of fans and screens, by 
means of which dust and all other 
foreign materials can be removed 
from the grain, and which also per- 
mit, when necessary-, of the separation 
of one kind of grain from another. 

In the cupola of each house is a 
complete sweeper system with outlets 
on each floor. The sweeper system 
consists of a combination of gal- 
vanized iron pipes, fans and cyclone 
dust collectors. A typical inlet or 
pick-up for the removal of dust is 
shown in Figure 6. Approximately 
one pick-up is provided for each 2,000 
square feet of floor space, both on the 
ground floors and on all cupola floors. 
In the collection of dust, piles are 
swept to each pick-up and are then 
readily removed by suction which is 
placed on the pipe line by a motor 
operated fan. The suction in these 
pick-ups is sufficiently powerful to 
handle, as well as dust, the grain 
which necessarily collects on the floor 
and is mixed with the sweepings, and 
in actual service, it has been found 
that sweepings can be removed just as 
fast as they can be conveniently fed 
into the pick-ups. 

In the collection of dust from 
sweepings, as well as dust and screen- 
ings from cleaners, a number of diffi- 
cult problems were encountered, due 
to the fact that owing to arrangement 
of slij) between elevators, the actual 
distance on land between the struc- 
tures was approximately 1,000 feet. 
As there was no space readily a^•ail- 
able where track for loading dust and 
screenings could be used in the vici- 
nity of Elevator "B," and as it was 
desirable to concentrate at one loca- 
tion material collected, in the interest 
of economy for handling in shipping 
it was decided to make use for dust 
and screenings room of brick building 
adjacent to Elevator "C " which was 
used as a power house before machi- 
nerj' in this elevator was electrified. 

Baltimore and Ohio Magazine, July, 192 1 

The remodeling of this building to 
suit the purpose for which it was de- 
sired, involved the installation of new 
second and third floors, which were 
constructed of structural steel and 
reinforced concrete, and also the con- 
struction of a reinforced concrete dust 
bin, having a storage capacity of ap- 
proximately two cars of dust. 

In Elevator "C" the fou" fans 
comprising the power units for plac- 
ing suction on sweeper system, dis- 
charge into a large cyclone which is 
located on roof directly over dust bin 
— this cyclone as well as other equip- 
ment on roof being shown in Fig- 
ure 2. 

In Elevator "B" there are two 
dust collecting fans, each of which dis- 
charge at land end of elevator into a 
small intake box, which is connected 
to a six inch underground pipe line 
leading to dust room adjacent to 
Elevator "C." All the accumulation 
of dust in Elevator "B" is readily 
handled by vacuum placed on this 
pipe line with high pressure blower 
located in dust house, and is dis- 
charged directly into dust bin. 

Each cleaning operation produces 
a quantity of screenings, which are 
separated from the grain cleaned. 
The grain is, of course, replaced into 
storage bins, but it is necessary to 
collect and store screenings subject 
to orders of the owner of the grain. 
To provide a convenient arrangement 
for the removal and storage of these 
screenings, they are collected in small 
hopper directly under floor of eleva- 
tor at each machine and delivery' to 
screenings room is accomplished by 
means of high pressure blowers and 
eight inch pipe lines, similar to that 
described above for handling dust in 
Elevator "B." At the point of col- 
lection, bins are provided for the re- 
ceiving and storage of screenings from 
each house. Screenings are then 
sacked and loaded in cars through 
sack chute. Some idea of the interior 
of dust house and screenings storage 
room may be obtained from Fig- 
ure 3. 

Economy of Operation 

Only one man is required particu- 
larly for the operation of this system. 
His duties consist of the operation of 
machinery in dust and screenings 
house and attending, to the sacking 
and loading of screenings and dust. 
Operation of equipment throughout 
the elevators, including the sweeping 
up of floors, cleaning down of beams, 
etc., is entirely handled by the regular 
elevator force — each employe being 
responsible for the sweeping and 
cleaning of the particular section of 
structure in which his other duties 
necessitate his presence. 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Continued 



F. W. Melis. 414 E. 31st St., 

Baltimore, Md 
F. W. Melis 

F. W. Melis 
F. W. Melis. 

F. \V. Melis. 

F. W. Melis 

H. B. Jeffries, agent. 

Washington, Pa. 
H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

H. B. Jeffries 

George Beckman. 

Cincinnati, Ohio 
J. S. Matthews. 22,3 S.St.N.W., 

Washington, D. C. 
P. J. Harrigan and J. Wardly. 

Connellsville, Pa. 
P. J. Harrigan and J. Wardly. . . . 

P. J. Harrigan and J. Wardly. . . . 

P. J. Harrigan and J. Wardly. . . . 

P. J. Harrigan and J. Wardly .... 

P. J. Harrigan and J. Wardly. . . . 

P. J. Harrigan and J. Wardly, 

Connellsville, Pa. 
E. H. Beller, 

Dover. Ohio. 
Miss Stephenson, 4503 W. 30th St., 

Cleveland, Ohio. 
OttoH. Ecker 2216 W. 101 St., 

Cleveland, Ohio. 
E. J. Burke, ch jf rate clerk, 

Cleveland, Ohio. 
Thos. O'Hara, Colonial Road 

Freight Station, Cleveland, Ohio. 
H. C. Batchelder, 

Cleveland. Ohio. 
E. J. Burke, 

Cleveland, Ohio. 
E. J. Burke 

Caustic soda. 
Leaf tobacco. 
Rolled oats . . 

Flour . 

E. J. Burke 

W. W. Campbell, 

Cleveland, Ohio. 
W. W. Campbell . . . < 

W. W. Campbell. 



R. R. Glass.. . 
Lubricating oil 


Tin plate 

Tungsten ore. . 
Boiler tubes. . . 
Boiler flues . . . 
Boiler flues . . . 
Boiler flues . . . 
Boiler flues ... 
Boiler flues ... 



Automobiles. . . 

(future business.) 


Concrete forms. 
Concrete mi.xer. 





Empty sacks. . . 


Empty drums. . 


Lubricating oil . 


Iron pipe 

Wrought iron . . 

Iron pipe 




1 carload . . 
4 carloads . 
1 carload . . 

1 carload . . 

2 carloads. 

1 carload 
16 carloads 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload . . 

1 carload . . 

2 carloads. 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload. . 
4 carloads. 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload . . 
1 carload . . 
4 carloads. 

3 carloads. 
3 carloads. 
1 carload. . 
1 carload . . 
1 carload. . 
1 carload . . 
1 carload . . 
1 carload . . 
3 carloads. 
3 carloads. 
1 carload. . 
1 carload . . 
1 carload. . 
1 carload . . 

Barberton, Ohio. 

to Baltimore. Md. 
Louisville, Ky., 

to Baltimore, Md. 
Davenport. la., 

to Clarksburg, W. Va. 
Wheeling, W. Va., 

to Locust Point. Md., for 

London, Eng. 
St. Louis, Mo., 

to Baltimore, Md., for 
Hamburg, Germany. 
Cincinnati, Ohio. 

to Baltimore for export. 
Columbus. Ohio, 

to Washington. Pa. 
Washington, Pa., 

to Philadelphia. Pa. 
Rochester, N. Y., 

to Washington. Pa. 
Toledo, Ohio, 

to Washington. Pa. 
Washington, Pa., 

to Baltimore, Md. 
Brooklyn, X.Y., 

to Washington, Pa. 
Washington, Pa., 

to Sistersville. W. Va. 
Washington, Pa., 

to Ashland. Ky. 
Washington, Pa., 

to Muncie, Ind. 
Washington. Pa.. 

to Chattanooga, Tenn. 
Washington, Pa., 

to Houston, Texas. 
Washington, Pa., 

to Cincinnati, Ohio. 

To New York City. 

Bessemer, Pa., 

. to Connellsville, Pa. 
Binghamton. N. Y.. 

to Connellsville, Pa. 
Philadelphia, Pa.. 

to Connellsville, Pa. 
Suter, Pa., 

to Connellsville. Pa. 
Allegheny, Pa.. 

to Connellsville. Pa. 
Casparis, Pa., , 

to Connellsville, Pa. 
St. Paul and Minneapolis, 

Minn., to Connellsville, Pa. 
Dover, Ohio, 

to New Castle, Pa. 
Cleveland, Ohio, 

to Brooklyn, N. Y. 
Cleveland. Ohio, 

to Bay Way, N. J. 
Cleveland, Ohio, 

to Batavia, N. Y. 
St. Louis, Mo., 

to Cleveland, Ohio. 
Akron, Ohio, 

to Milwaukee, Wis. 
Glencoe, Ohio, 

to Gilmer, W. Va. 
Glencoe. Ohio, 

to Gilmer, W. Va. 
Glencoe, Ohio, 

to Gilmer, W. Va. 
Youngstown, Ohio, 

to W. Farmington, Ohio. 
Youngstown. Ohio. 

to Midland. Ohio. 
Youngstown. Ohio. 

to Lexington, Ohio. 


Baltimore and Ohio Magazine, July, ig2i 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Continued 





M. G. Davisson, 

Import rope 

1 carload . . 

New York City. 

Cleveland, Ohio. 

to Chagrin Falls. Ohio. 

E. J. Burke, 

School desks. . . 

1 carload . . 

Cleveland, Ohio. 

Cleveland, Ohio. 

to E. Bank, W. Va. 

Maurice Vaughn, chief delivery 


1 carload. . 

Chicago, 111., 

clerk, Cliicago, 111. 

;to Akron, Ohio. 

James L. Montgomery, 

Window glass. 

3 to 4 car- 

Kane, Pa.. 

Toledo, Ohio. 

(And all future 

loads . . . 

to Toledo. Ohio. 

Alartin P. Hoban, Monument 


1 carload . . 

Holden, W. Va., 

and Foundrv St., Dayton, Ohio. 

to Dayton, Ohio. 

Frank Stafford, 1609 Mulberry St., 


1 carload . . 

Baltimore, Md., 

Baltimore, Md. 

to Allentown, Pa. 

Frank Stafford 


1 carload . . 

Baltimore, Md., 

to Reeders, Pa. 

Frank Stafford 


2 carloads . 

Baltimore, Md., 

to Montgomeryville, Pa. 

Frank Stafford 


1 carload . . 

Baltimore, Md., 

to Philadelphia, Pa. 

Frank Stafford 


1 carload . . 

Baltimore, Md.. 

to Allentown, Pa. 

Frank Stafford 


2 carloads. 

Baltimore, Md., 

to Philadelphia, Pa. 

P. Colligan, agent. 

Roofing paper. . 

1 carload . . 

Aurora, 111.. 

Allegheny, Pa. 

to Allegheny. Pa. 

P Colliean 


1 carload . . 

Warsaw. Ind.. 

to Allegheny, Pa. 

P. Colligan, agent, 

Allegheny. Pa. 


2 carloads. 

Argo, 111., 

to Pittsburgh, Pa. 

2 carloads . 

South Chicago, 111., 

to Pittsburgh, Pa. 

P Pnllipan 

Com Svrup and 

2 carloads. 

Argo, 111.. 

Rex Jelly 

to Pittsburgh. Pa. 


3 carloads. 

South Chicago, 111., 

to Pittsburgh, Pa. 

James Fallon, asst. trainmaster. 


1 carload . . 

Cincinnati, Ohio. 

Queen City, Ohio. 

to Zanesville. Ohio. 

Tnmf^ Kallon 


6 carloads. 

Cincinnati, Ohio, 

to Toledo for Montreal 

and export. 

Tamf^ Fallon 


1 carload. . 

Cincinnati, Ohio, 

to Toledo for Montreal. 

Tamf*«; Fallon 


1 carload . . 

Cincinnati, Ohio, 

to Toledo for Montreal. 


1 carload . . 

Cincinnati, Ohio, 

to Toledo for Montreal. 

AV. D. Reed, 

Paving brick. . . 

8 carloads. 

Canton, Ohio, 

President Veterans' Association 

to AVarren, Ohio. 

Niles, Ohio. 

W. K. Richards, 

Warren, Ohio. 


1 carload. . 

Warren, Ohio, 

to Concordia, Kansas. 

R. H. Childs, asst. agent. 

Warren, Ohio. 


15 carloads 

Leetonia, Ohio, 

to Warren. Ohio, via 

Youngstown. Ohio. 

William E. Reeves. 

Fire clay 

1 carload . . 

Niles. Ohio, 

Niles. Ohio. 

to Lowellville, Ohio. 

Miss Helen R. Bowden, 

Sheet steel 

1 carload. . 

Niles, Ohio, 

Xiles, Ohio. 

to E. St. Louis, 111., for New 
Orleans, La. 

A. S. Wilson, agent. 

Sheet Steel 

1 carload. . 

Niles, Ohio, 

Niles, Ohio. 

to Utica, N. Y. 

A S Wilson 


1 carload. . 

Niles, Ohio, 

to Cleveland, Ohio. 

Sheet Steel 

1 carload. . 

Niles, Ohio, 

to Cincinnati, Ohio. 

\ S Wilson 

Sheet steel 

1 carload. . 

Niles, Ohio, 

to Mt. Clare, Baltimore. 

A S Wilson 

Sheet steel 

1 carload. 

Niles, Ohio, 

to Detroit, Mich. 

■\ S Wilson 

Sheet steel 

1 carload. 

Niles. Ohio, 

to Lynchburg, Va. 


18 carloads 

. Niles, Ohio, 

to Detroit, Mich. 

F. W. Melis, 414E. 31st St., 

Steel billets. . . 

10 carloads 

> Baltimore, Md., 

Baltimore, Md 

to Bcthlchetn. Pa. 

Tin plate 

1 carload. 

Wcirton, W. Va., 

to Baltimore, Md. 

F W Melis 


1 carload. 

Baltimore, Md., 

to Wilmington, N. C. 


3 carloads 

Pekin. 111., 

to Baltimore, Md. 

The Dust Goes to the Soil to Grow More 

Acoimulation of dust in dust bin 
is loaded directly into box cars bv 
means of special screw conveyor and 
air blast for the trimming of dust in 
the car. This dust has been found 
useful both by feed and fertilizer 
manufacturers, and each car as it be- 
comes available, is placed upon the 
market and disposed of to the best 

The installation and successful 
operation of cleaners and dust collect- 
ing systems has proved a considerable 
forw^ard step in overcoming the handi- 
cap of not having completely modem 
grain handling facilities. It has also 
resulted in a substantial saving in in- 
surance premiums in the elimination 
of the hazard which was caused from 
insufficient means for the removal and 
collection of dust. Upon completion 
of the system an inspection was made 
by representatives of insurance under- 
writers and as a result of this inspec- 
tion, new rates were promulgated 
which represent a net saving of 
$16,000 per year to the Company. 
There is a further considerable saA-ing 
in the labor necessary to keep the 
houses clean and in the means pro- 
vided for the salvaging of grain con- 
tained in sweepings. The new clean- 
ers are much more efficient and econo- 
mical of operation than the old ones. 
Operating results up to the present 
time indicate that these savings will 
amount to $g,ooo per year, or a total 
saving of $25,000 per year, including 
reduction in insurance. 

The dust collecting system was 
installed under the general direction 
of H. A. Lane, chief engineer, the 
writer having immediate supervision 
of detail, design and field installation. 
Stinson & Godfrey, 29 South LaSalle 
Street, Chicago, 111., were the general 
contractors. Sweeper system was in- 
stalled by the Cyclone Blow Pipe Co. 
of Chicago, and the blowers and 
high pressure pipe line equipment 
were furnished by the Guarantee 
Construction Co. of New York City. 

Engineer Merkel and 
the 4401 

{Continued from page 17) 

first three or four trips I knew her 
action perfectly, her peculiarities and 
how to handle her. And I believe 
that it would promote a saAnng in fuel 
and locomotive upkeep if engines 
could be given to regular crews to 
keep and run regularly. Then the 
engineer and fireman would become 
accustomed to each other and to the 
machinerv and could handle their 

Baltimore and Ohio Magazine, July, 1921 


engine better; just as much better, in 
fact, as a mother can handle her owti 
child better than anyone else can. 

"I once had the 4177 for a con- 
siderable period and the results proved 
to me that this method of assign- 
ing an engine to an engineer or an 
engine crew produces more economy 
than the method of pooling engines. 

"Of course, a good fireman is half 
of the battle in getting good work out 
of an engine. Economy of fuel de- 
pends ver^'' largely upon the proper 
handling of the fire. Engineer and 
fireman must work in close sj-mpathy . 

"It is the fireman's job to see that 
we get good steam pressure at all 
times, and that the pop valve doesn't 
go up while the engine is running. 
And he can do this if he wishes to. 

"It usually happens that on the 
first trip I make with a fireman whose 
work I don't know, we burn three or 
four more tons of fuel than we do on 
later trips. When the fireman gets to 
know how the engineer handles his 
engine, he is able to handle his job 

"In fact the whole train crew con- 
tributes to economy of operation. If 
they understand each other and there 
is no jarring element among any of 
the men, the trip goes smoothly and, 
even in case of a break or any other 
kind of trouble, there is such a com- 
plete understanding among the mem- 
bers of the crew, that good time and 
economy of material result. " 

Engineer Merkel has a nice home 
in Brunswick and he and Mrs. 
Merkel are mighty proud of their 
three children. I met the oldest, 
Robert, who, as indicated in the 
picture on page 17, resembles his 
father very closeh-. Robert is 16, 
Imogene, 15, and Claudie is the baby 
of I year. 

As Engineer Merkel waved me 
goodbye as he was crossing the track 
from the roundhouse to go home, he 
called back : 

"And don't forget that the 4400's 
are the best Mikados ever put on the 
Baltimore and Ohio and that the 
Management and the employes ought 
to be proud of them. " 

Have You a Disabled Buddy 
in Your Shop? 

i Continued ^rom page 25) 

always is, the case is passed on to the 
railroad management for final ap- 

The railroads ha^•e cooperated 
splendidly with the Federal Board in 
the placing of these men. The sub- 
normal business of the past few 
months has naturallv militated 

Returns of Freight Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes, May i to June 25, Inclusive — Concluded 


Commodity i Quantity 


F. W. MeUs. 
F. W. Melis. 
F. W. Melis. 

Flour . 

Have instructed 

1 carload . . 

Chicago to 

and Ohio, " The Good Way. ' 

Dover, Ohio, 

to Rockland, Maine, 
ship all export via Baltimore 


F. W. Melis ! Machinery. 

F. W. Melis. 
F. W. Melis. 

C. W. Pence, medical examiner, 
24th and Chestnut Sts. 
Philadelphia, Pa. 
C. W. Pence I Brick 

Roofing. . . . 
Wall board . 

C. W. Pence. 

H. D. Homer, agent, 

Martinsburg, W. Va. 
W. E. French, asst. chief clerk, 

Cincinnati. Ohio. 
W. E. French 

W. E. French . . 
W. E. French . . 
W. E. French . . 
P. J. Harrigan, 



Sewer pipe 

Sewer pipe 

Lime and plaster 


Lead in oil 


Connellsville, Pa., 
P.J. Harrigan ! Flour . 

Frank Stafford. 1609 W. Mulberr>- Fertilizer. 

Street, Baltimore, Md. 
Frank Stafford 

Frank Stafford . 

X. L. Reese, 97 E. Chalmers St., 

Youngstown, Ohio. 
X. L. Reese 

Fertilizer . 
Paper. . . . 
Paper . . . . 

W. H. Bittner, 5 Altona Avenue, 

Baltimore, Md. 
W. H. Bittner 

W. H. Bittner. 

J. F. Shea, 100.5 X. Charles St., 

Baltimore, Md. 
Charles Perry. Care of G. F. C. 

Agent, Baltimore, Md. 

2 carloads . 
1 carload . . 
1 carload . . 
1 carload. . 
1 carload . . 

Presbury, X. J., 

to Jane Lew, W. Va. 
Painted Post, X. Y., 

to Petersburg, W. Va. 
Presbury. X. J., 

to Baltimore, Md. 
York. Pa., 

to Baltimore, Md. 
Lockland, Ohio, 

to Woodstock. Va. 

Will ship all cars via Balti- 
more and Ohio. 
Will route every car \-ia Bal- 
timore and Ohio during June. 
Will give Baltimore andOhio 
good share of our business. 

Autos 4 carloads 

per month. 
Soft drinks Less car- 
loads . . . 

Charles Perry | Machineo'- 

Roy Fritz, 

Horses . 

Connellsville, Pa. 

1 carload. . Glasgow. Va., 

to Woodstock. Va. 

1 carload. . \Mieeling, W. Va.. 

to W'oodstock. Va. 
10 carloads Baltimore, Md., 

to Martinsburg, W. Va. 

2 carloads. Port Homer, Ohio, 

to Brighton, Ohio. 
1 carload.. Milltown. Ind.. 

to Brighton, Ohio. 
1 carload. . Gypsum, Ohio, 

to Brighton. Ohio. 
1 carload.. Jeffersonville, Ind., 

to Brighton. Ohio. 
1 carload. . Cincinnati, Ohio, 

to Louisville, Ky. 
1 carload. . St. Paul. Minn., 

to Connellsville. Pa. 
1 carload... Minneapolis, Minn.. 

to Connellsville, Pa. 

3 carloads. Baltimore, Md.. 

to various points. 

4 carloads. Baltimore, Md., 

to various points. 
1 carload.. Baltimore, Md., 

to Reidsburg. Pa. 
1 carload . . New York City, 

to Youngstown, Ohio. 
1 carload. . Green Bay, Wis.. 

to Youngstown, Ohio. 
Baltimore, Md., 

to various points. 
Baltimore, Md., 

to various points. 
Various points to 

to Baltimore. Md. 
Lansing, Mich., 

to Baltimore, Md. 
Baltimore, Md., 
to various points. 
Will see goodly share is given Baltimore 
and Ohio. 
3 carloads. Connellsville, Pa., 

to Philadelphia, Pa. 



Persons Solicited 

No. P.^SSEN- 


John Talbott, conduc- 

Rev. E. A. Mears. 


Youngstown to New 


Rev. E. Z. Scanlon. 


York City and return. 

D. L. Burns, conductor, 

Two foreigners. 


Pittsburgh to Uniontown. 

Pittsburgh, Pa. 

D. L. Burns, conductor, 

Mr. and Mrs. Bloom. 


Cincinnati to Pittsburgh. 

Pittsburgh, Pa. 

R. Campbell, boiler- 

Mrs. Frank Schwert. 


Monroeville toColumbus, 

maker, 2347 Broad- 

Ohio, and return. 

way, Lorain, Ohio. 

W. 0. Wassun, 

F. F. Logan. 


Pittsburgh to Hunting- 

Pittsburgh, Pa. 

ton, W. Va. 

E. E. Killian, 412 E. 

G. B. D. Weese, 


Lima to Sidney, Ohio. 

Pearl St., Lima, Ohio. 

Sidney, Ohio, 


Baltimore and Ohio Magazine, July, igzi 

Returns of Passenger Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes to July 4 — Continued 


Persons Solicited 

No. Passbn- 



Patrick Moran, engineer, 
Parkersburg, W. Va. 
J. Lemons, S. East St., 

Seymour, Ind. 
J. Lemons, 

A. S. Wilson, 

Niles, Ohio. 
John Cummins, 

Wheeling, W. Va. 

Jklr. Arnold, dockmaster, 
Toledo, Ohio. 
Paul Cummings, clerk, 

Akron, Ohio. 

A. J. Bell, terminal agt., 

Cleveland, Ohio. 

J. A. Shuck, 5521 Sunny 

Side St. .Pittsburgh, Pa. 

Henry Bloss, pipe fitter, 

Cumberland, Md. 

Henry Bloss 

Henry Bloss . 

R. H. Campbell, agent, 

Singerly, Md. 
O. L. Wallburg, freight 
office, Lima, Ohio. 

C. H. White, agent, and 

Mrs. S. E. White, clerk, 

Rockville, Md. 


C. H. White . 

R. S. Small wood, signal 

Washington, D. C. 
James L. Montgomery, 
Cleveland, Ohio. 

James L. Montgomery. . 

J. C. Hahn, passenger 

Cleveland, Ohio. 
Josiah Martin, 

Cumberland, Md. 
H. L. Nesbitt, operator, 
I Princeton St., 

Cumberland, Md. 
Mrs. A. Fearon, matron, 
B. & O. Station, 

Philadelphia, Pa. 

Robert Dean, Glenwood, 

Pittsburgh, Pa. 

W. C. Cox, 

5647 2nd Avenue, 

Pittsburgh, Pa. 
W. C. Cox 

George N. Orton, 

Columbus, Ohio. 
George R. Wallace, 
630 N. loth St., 

E. St. Louis, 111. 
George R. Wallace, 

George R. Wallace. 

George R. Wallace 

Newt Spurling, 

Seymour, Ind. 
Ben Hamilton, 

Seymour, Ind. 
E. J. Samp, 

Niles, Ohio. 
M. M. Morris and 
Miss Morris, 
Wheeling, W. Va. 

Charles Mackentire, 
Pittsburgh, Pa, 

Mr. and Mrs. 
Mathew Richter, 
38 Klee Court, 

Day ton, Ohio. 

R. C. Taylor, 

Cleveland, Ohio. 

R. C. Tavlor 

James W. Martin, 
Cumberland, Md. 

H. Harvey Hill, 

Cumberland, Md. 

Anna L. McKnight, 
Phoenixville, Pa. 

W. L. Hodding, 

Pittsburgh, Pa. 

J. D. Mars, 

Pittsburgh, Pa. 

Andrew Hill, 

Pittsburgh, Pa. 
Joseph N. Orton, 

Columbus, Ohio. 
George Nugent, 

E. St. Louis, 111. 

Mr. Williams, 

E. St. Louis, III. 

Mr. Jennings 

Mr. Pabst. 






Parkersburg, W. Va., 

to Boston, Mass. 
Seymour, Ind., 

to Phoenix, Ariz. 
Seymour, Ind., 

to St. Joseph, Mo. 
Youngstown, Ohio, 

to Chicago, 111. 
Wheeling, W. Va., to 

to Washington, D. C. 

Toledo, Ohio, 

to Cincinnati, Ohio. 
Washington, D. C, 

to Akron, Ohio. 
Cleveland, Ohio, 

to New York. 
Pittsburgh, Pa., 

to Fairchance, Pa. 
Cumberland, Md., 

to St. Paul, Minn., 

via Chicago, 111. 
Cumberland, Md., 

to Cincinnati, Ohio. 
Cumberland, Md., 

to New York City. 
Newark, Del., 

to Columbus, Ohio. 
Dayton, Ohio, 

to Cincinnati, Ohio. 

Washington, D. C., 
to New York City. 

Washington, D. C, 

to Detroit, Mich. 
Washington, D. C, 

to Cincinnati, Ohio. 
Washington, D. C, 

to Little Rock, Ark. 

via St. Louis, Mo. 
Cleveland, Ohio, 
to Uhrichsvillc and 

W^eekly trips. Canton, 

to Cleveland, Ohio. 
Akron, Ohio, 

to Chicago, 111. 

Cumberland, Md., 
to New York City. 

Cumberland, Md., 
to New York City. 

Philadelphia, Pa., 
Washington, D. C. 

Pittsburgh, Pa., via 
Washington to 

Pittsburgh, Pa., 
to Philadelphia, Pa. 

Pittsburgh, Pa., 

to Phikulelphia, Pa. 
Columbus, Ohio, 

to Pittsburgh, Pa. 

E. St. Louis, 

to Louisville, Ky. 

and return. 
E. St. Louis, 

to Louisville, Ky. 

and return. 
E. St. Louis, 

to Louisville, Ky. 

and return. 
E. St. Louis, 

to Louisville, Ky. 

and return. 

against the placing of as many 
trainees with the Railroad as would 
otherwise have been put in training, 
but it is confidently expected that 
with the coming of a greater move- 
ment of traffic and greater activities 
in the railroad shops, a considerably 
increased number of trainees can be 

There are now about a dozen 
trainees in the shops of the Baltimore 
and Ohio Railroad and it is the par- 
ticular desire of the Federal Board 
that these men be given a very per- 
sonal cooperation by the employes 
associated with them. 

The success of the trainee depends 
on the fellow who works at the same 
bench with him. This comrade can 
make it either hard or easy for the 
World War Veteran who suffered 
while doing his duty for his country. 
It is therefore urged upon all emploves 
that they discover if in their shops 
there are trainees whom they can 
assist in securing the proper know- 
ledge of the crafts which they have 
chosen for their life work, and that 
they give them all the assistance 

Trainees are chosen for one craft or 
another on the basis of: 

1. Their adaptability to a par- 
ticular craft. 

2. Previous training -and experi- 

3. Education. 

4. Probable future residence. 

5. The emplo\TTient possibilities in 
their craft, so that there shall be no 
overcrowding of apprentices or the 
craft as a whole. 

6. The trainees' disabilities. 

It should be clearly understood 
that the fitting of the trainee for the 
craft in which he is placed does not 
interfere in any waj' with the work 
available for the members of the 
craft in a particular shop or on the 
Railroad as a whole. Further, it does 
not interfere with the opportunities 
for apprentices. The training of dis- 
abled veterans is not along the same 
lines as the training of the apprentice ; 
he is not supposed to work on pro- 
duction to such an extent as to take 
the place of a regular employe of the 

The same agreement as made 
jointly by the Federal Board, the 
Railroad Administration and the 
Railwa>- Employes Department of the 
American Federation of Labor, is in 
eflfect on the Baltimore and Ohio 

In future issues of the Mag.\zine it 
is our purpose to discuss individual 
cases of trainees at various places on 
the System and to tell our readers 
what progress they are making in 
their work. 

Baltimore and Ohio Magazine, July, ig2i 


Some Inside Stuff on Gloom 

YOU can't make a bulldog out of 
a hound by merely cutting off 
his tail, " Fatty Lewis declared, 
"and you can't be a Gloom Chaser 
by merely wearing a button saying 
you're one." 

"What's the 
big idea?" Hur- 
rah Smith in- 

"The big idea 
is that this 
Gloom Chasing 
business has got 
to come from 
the inside out." 
"It's like 
charity, " Lewis added. " It's got to 
begin at home, be carried to the office 
and injected into the sour faces. 

"You know," Lewis continued, 
"these birds that's always ready to 
curl up and quit give me a pain. 

" Jes' supposin' old Chris Columbus 
had quit." Lewis suggested. "He 
had ever>' reason to act like a crawdad 
and back up. " 

"But he didn't," Lewis declared. 
"The old bird just let the wind keep 
on blowing him along and finally he 
made the hill. " 

"What happened then?" Hurrah 

"Nothing," Lewis replied, "except 
that Chris had a smarter publicity 
man than the Indians. Columbus's 
press agent just grabbed the wire and 
sent out the story that Columbus had 
discovered the Indians. " 

Returns of Passenger Solicitation Cards by Baltimore and Ohio Veterans and Other 
Employes to July 4 — Concluded 


Persons Solicited 

No. Passen- 


George R. Wallace. 

Theodore Dent, 

417 B. & O. Building, 
Baltimore, Md. 
W. C. Cox, 
5647 2nd Ave., 

Pittsburgh, Pa. 
Mr. Eggers, asst. general 

Mr. J. A. Logan, chief 
rate clerk, 

Cincinnati, Ohio. 
C. T. Allen, janitor, 
1 7 10 S. 58th St., 

Philadelphia, Pa., 
P. J. Harrigan, 

Connellsville, Pa. 
Wm. H. Ott, operator, 
1113 Lancaster Ave., 
Pittsburgh, Pa. 
A. S. Wilson, agent, 

Niles, Ohio. 
H. E. Warburton, 

division freight agent, 
Davton, Ohio. 
W. H. Bittnef, 

2902 Overland Ave., 

Baltimore, Md. 
Sidney Seigler,care of 
gen'l fr't claim agent, 
Baltimore, Md. 

Florence Janifer, 

Baltimore, Md. 

J. D. Mars, 

Pittsburgh, Pa. 

Mr. Harry Donnelly, 
Ohio Sand and 
Ballast Co., 

Cincinnati, Ohio. 

Mrs. Xellie Monroe, 
Savannah, Ga. 

G. H. Cumden, 

Akron, Ohio. 

C. S. Sigler, 

Youngstown, Ohio. 

Mr. and Mrs. Prange, 

Rev. and Mrs. Doner, 

Davton, Ohio. 

H. 'SI. Pri6e, 

Baltimore, Md. 

Mr. S. Oppenheimer, 
New York, N. Y. 

E. St. Louis, 

to Louisville, Ky. 

and return. 
Baltimore, Md., 

to Chicago, 111., and 

Philadelphia, Pa., 

to Pittsburgh, Pa. 

Cincinnati, Ohio, 
to Columbus, Ohio. 

Philadelphia, Pa.. 

to Washington. D. C. 

for Savannah, Ga. 
Connellsv^ille, Pa., 

to Pittsburgh, Pa. 
Akron, Ohio, 

to Martinsburg, 

W. Va., and return. 
Philadelphia, Pa., 

to Youngstown, Ohio. 
Florida (Washington, 

D. C), to Davton, 

New York City, 

to Baltimore, Md. 

New York City, 
to Baltimore, Md. 

"Take our old plajTnate Robinson 
Crusoe," Lewis added, "the poor 
boob got shipwrecked and landed on 
an island — 

"Did he get all gloomy?" Lewis 
inquired. "He did not. He set to 
work establishing the R. Crusoe Co., 
Ltd., and the first man-eating canni- 


To All Handling Distribution of Magazine: 

Please Note 

Observation indicates that the Magazine is not being distri- 
buted most effectively. At certain points piles of Magazines are seen 
where almost anyone can take as many copies as he wants. 

The Magazine should be distributed at all points by hand. It 
is as easy to keep your supply of Magazines on a desk in an office 
near the counter or rail, where the person in charge can hand a copy 
to an inquiring employe, as it is to place copies in piles where people 
can help themselves. It is more economical and more employes will 
get copies than are now getting them. 

The best method of distributing the Magazine (and the plan 
works in almost all departments of the service, except among the 
train service employes) is for the officer in charge to designate some- 
one to see that the Magazines are distributed on the day they are 
received, when employes are leaving for home after the day's work 
is over. 

Earnest cooperation in this important matter is requested. 

The Editor. 

bal that came along old Robbie, in- 
stead of getting all panicky, said to 
the Hon. Cannibal : 

" 'I'm going to 
bed now. Call 
me at 7.30 and 
have the water 
hot for my morn- 
ing shave.' " 

"What's the 
moral?" Hurrah 
Smith inquired. 

"Keep on 
hustling," Lewis 

replied. "The guys that do, not 
only get some place but have stories 
written about them. " 

— The Gloom Chaser 

The Baltimore and Ohio Gen- 

eral Ofhce Baseball League 

to July 13 

Auspices Welfare Department 


Lost Percent. 

Car Service Department. .7 



Riverside 7 



Auditor Freight Claims ... 6 



Auditor Pass'ger Receipts. .5 



Transportation Departm't.5 



Valuation Department. . . .4 



Engineering Department. .3 



Auditor of Disbursements, i 




Baltimore and Ohio Magazine, July, iq2I 


Safety Section 



The Winners in the Special Test 
Accident Campaign. 

THE winners in the Special Test 
Accident Campaign, which 
closed May 31 were: 
Eastern Lines — East Side (Phila.) 
Western Lines — Toledo Terminal. 
New York Lines — M. P. Department 
IMt. Clare Shops — Boiler Shop. 

To each of these there will be pre- 
sented a banner which can be hung 
in some conspicuous place as a re- 
minder of the hard fight the winners 
had to make it a success. These ban- 
ners are different from awards made 
in the past. Instead of a large flag 
which was to be flown in the open, 
they are smaller and of a good grade 
of felt and will be an adornment to 
any office. 

A letter from C. W. Galloway, 
\-ice-president in charge of Operation 
andMaintenance.tothe winners, com- 
mends in warm terms the achieve- 
ments. After citing the specific fig- 
ures of each of the winners, JMr. Gallo- 
waj' says: 

"The accomplishment of this 
commendable result has proved 
conclusi\'ely that e^•er^' employe 
in and around the terminal took 
an active and sustained interest 
in the campaign. 

It is with a great deal of pleas- 
ure and pride that I offer you my 
sincere congratulations. The vic- 
tory banner, which will be for- 
mally presented by the General 
Manager in recognition of the 
efforts put lorth by the emplo^^es 

at , I hope, will ever 

b.^ evidence to you that the ob- 
servance of Safety Rules means 
not only efficient railroad opera- 
tion, but brings happiness to 
those who practice them. I trust 
you wi'l preserx-e for all time 
what the banner represents and 
that can only be done by con- 
tinued practice of the Safety 
Rules. Your \'ictory was ob- 
tained through strenuous com- 
petition with other points on the 
Western Lines, and your fight 
for success, I am sure, will be an 
insi^iration to your energetic 

It was a trying 60 days that the 
officers and employes faced. Seldom 
was a campaign opened more ausj)!- 
ciously than this one. General super- 

intendents, superintendents and 
others in supervising capacity had 
mapped out the campaign, under the 
guidance of J. T. Broderick, superin- 
tendent Safety Department, and 
there was a determination to cut deep 
into casualties. There had been a 
call for economical operation every- 
where, and the elimination of per- 
sonal injuries was one of the steps. 
But a higher motive inspired all those 
engaged in the drive. They wanted 
to see the human waste stopped. 

East Side, winner of the champion- 
ship on the Eastern Lines, came near 
putting a stop to injuries, for that 
terminal, with 310,094 man hours 
worked in the 60 days, had only one 
accident. A fireman stepped on 
a lump of coal and twisted his ankle. 
It is commendable that it was not a 
more serious accident, but despite 
the low mark reached, the officers and 
employes at East Side were keenly 
disappointed that they did no , make 
a clear record of no injuries. In the 
same period last year East vSide had 
22 casualties. 

Toledo Terminal also came through 
with a single accident, compared with 
20 in the same period last year. This 
terminal worked 260,539 man hours 
this year. The one accident was 
caused when a fireman was wetting 
the coal with a squirt hose and an 
engineer walked into the stream of 
hot water. A little more care on the 
part of this engineer and Toledo 
would have had a remarkable record. 

The three dej^artments. Transpor- 
tation, Maintenance of Way and 
Maintenance of Equipment, were in 
competition on the New York Tenni- 
nal Lines. They fought every inch of 
the way for supremacy and the Mo- 
tive Power em]3loyes forged ahead 
and will have the ])rivi]ege of dis- 
pla\'ing the banner. Last 3'ear this 
dej^artmcnt had 6 accidents in the 60 
da.\-s>. This year there was only one. 
The Transportation Department 
made an enviable record by cutting 
casualties from 1 1 last year to 3 this 

The Boiler Shop at Mt. Clare had 
to struggle hard throughout the test 
period to make a record sufficientlx' 
good to l)e declared winner. Tliis de- 
partment cut its accidents from 20 to 

14, with nearly the same number of 
men working in both periods. The 
Welding Shop and the Air Brake 
Shop were pressing close on the heels 
of the winners and both deserv-e the 
highest words of praise. 

As this was a test campaign, only 
a certain number of places were selec- 
ted for the drive, seven points on the 
Eastern Lines, seven on the Western 
Lines, Mt. Clare Shops, New York 
Terminals and the Baltimore and 
Ohio Chicago Terminal Railroad. 
The New York Departments con- 
tested among themselves, as did 
those at Mt. Clare. The Chicago 
Terminal Railroad was not on a com- 
petitive basis, joining in solely with 
the desire to cut accidents. 

Are You Playing Safe with 
Your Boy? 

By Master Carpenter Lewelynn, 
Chicago Division. 

SAFETY is of great importance 
to every father, especialh' e\"ery 
father who has not the privilege 
of being constantly with his boys. 
I speak of boys, as I think the mother 
is more capable than the father of 
teaching Safety to the daughters of 
the family. 

I expect to give my boys a good 
education so that they may qual f\- 
in a good vocation in life. I desire 
their education to include good, cle&n 
sports that will kee]3 their minds 
clean and their bodies strong. And 
I want to see to it that they early 
understand the ad\antages of choos- 
ng good companions, which, in my 
opinion, are great Safety items in the 
development of boys. 

Obedience is another Safety factor. 
They must be taught to be depend- 





This banner went to Toledo in the recent No- 
Accident Campaign. Similar banners were 
awarded to East Side, which won the champion- 
ship ioi the Eastern Lines ; the Maintenance of 
Equipment Department of the New York Ter- 
mmals, and the Boiler Shop, Mt. Clare, 
Baltimore, Md. 

Baltimore and Ohio Magazine, July, IQ2I 


able. A person in whom no depend- 
ance can be placed, is not a safe pro- 
position to his fellow men. Obedience 
should be taught through love, and 
not through fear, for love encourages 
confidence while fear does the oppo- 
site. If a father has the confidence 
of his boys they are not timid in dis- 
cussing matters with him, thereby 
giving him the opportunity of sub- 
mitting good, safe advice to his boys. 
In other words, I wish to be a pal 

to my boys, so that I may bring them 
to the realization that good eyes, feet, 
arms — in short, good, sound bodies 
are worth millions to them, so that I 
can J:each them the Safety rules by 
which they may keep their bodies 

I want to teach them the import- 
ance of being careful and that care- 
lessness is responsible, either directly 
or indirectly, for a large majority of 
accidents and a great deal of suffering. 

Fifty Years' Service for ''Con" Williams 

with a Clear Record — You 

Can Do the Same 

First Prize Essay, No-Accident Contest, Western Lines 

By W. W. Woodward 
Dispatcher, Chillicothe, Ohio 

ALL employes of the Baltimore 
and Ohio can help in all Safety 
movements by familiarizing 
themselves with all niles and instruc- 
tions and making up their minds to 
obey them. These rules were drawn 
up by capable and experienced rail- 
road men for our guidance and safety 
and when we disobey them we run 
into danger. 

Obey the Rules 

When an order says to reduce speed 
to lo miles an hour between Storrs 
and Culloms, for instance, run lo, not 
20. When receiving a caution order 
or caution block, proceed as the rules 
say, which is so that you can stop 
within your range of vision. Don't 
take a chance of killing yourself or 
some brother just to save a few 
minutes' delay. The train ahead of 
you might delay you for hours, so why 
take a chance to save a few minutes ? 
Within yard limits, run as prescribed 
by Rule 93 , and if you are working in 
the yard and the weather is stormy 
or foggy or if your view is obstructed, 
apply the rule of Safety and protect 
the other fellow. 

The rules say, "take your time to 
do your duty safely." No official is 
going to reprimand a man for working 
safely. We should train our minds to 
be always careful. Never make a 
move on or about a railroad until you 
are absolutely sure everv'thing is safe. 
Never allow anyoire to take your mind 
off your work. He probably does not 
realize the importance of what you 
are doing. Never hurr>^ at the ex- 
pense of Safety. There are some men 
who disregard every Safety rule to get 
somewhere or get something done. 
They fail because something happens. 
The man who gets there is the cool- 

headed one who obeys the rules and 
ncA'er allows anything to make him 
unduly hasty. 

Don't Worry! 

Never worry, because worry de- 
stroys both mind and body. We have 
no worries that cannot be gotten rid 
of if we will only make the effort. 
The wife and children can do much to 
keep worr>' out of the home. Live 
within your income and save some- 
thing for the rainy day that is sure to 

When God put this body of ours 
here, it certainly was not his intention 
to have it destroyed by our own or 
someone else's carelessness or neglect, 
but that we should take care of it 
until taken by sickness or old age. 

We should have the No-Accident 
Campaign, not only for a few days, 
but every day, year in and year out. 
Let us keep this slogan before us 
whether on or off duty and try and 
get others to understand that these 
Safety movements are for their bene- 
fit, to try and save their lives and 
limbs and keep sorrow and suffering 
out of their homes. Accidents not 
only destroy lives and property, but 
they take from the service experienced 
men who cost the Company time and 
money to educate. We can't afford 
to lose men like this. Some men still 
look upon these Safety movements as 
a joke. I say this to them : "Get this 
idea out of your system now before it 
becomes a very serious joke for }-ou 
and your wife and children. " 

"Con" Williams worked 50 years 
as fireman and engineer on one of our 
Western Divisions and left the ser\dce 
with a clear record. Not an accident 
in all these years for which he was 
held responsible. Do any of you 

know of anything finer than this? 
Some say he was lucky, I say "No 
— just careful." This kind of a 
record is within the reach of all our 
men if they will only make up their 
minds to obey the niles and be care- 
ful and cautious. Remember that 
facts prove that over 90 per cent, of 
all our accidents are preventable. 

About 40 years ago a boy entered 
the service of the Baltimore and Ohio 
and in a few years was appointed to a 
responsible position. He liked the 
work, it was fascinating to him. In 
conversation with him one day I 
asked him how long he intended to 
keep at that kind of work. He replied, 
"I would like to do this work 50 years 
and quit with a clear sheet, and with 
God's help I am going to try." I 
have often thought that if every boy 
or man who starts railroading would 
make that kind of a resolution, pre- 
ventable accidents would never hap- 

Let us all unite in this great work, 
letting no chance pass to make the 
Baltimore and Ohio Railroad the 
safest on earth, so that we can hear 
our patrons say, "I feel safer on a 
Baltimore and Ohio train than at 
home. " 

Are You Taking the Same Chance ? 

When a coupling did not "make" as 
two cars came together, a yard brakeman 
at Dayton, Ohio, signalled the engineer to 
pull ahead and then back up a second time. 
As the cars moved the second time the 
brakeman climbed up the ladder on the end 
of one of them. They came together with a 
crash, for the engineer got no signal when 
to stop. The crash caused the cars to jam 
together and the brakeman between them 
was mashed. 

May Not Arrive 



Drawn by Operator Kubes, Cumberland Division 


Baltimore and Ohio Magazine,, July, ig2i 

Baltimore and Ohio Magazine 

Robert M. Van Sant, Editor 

Margaret Talbott Stevens, Associate Editor 

Office, Mt. Royal Station, Baltimore, Md. 

Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 

- - n . - - - - — . — ..—,.■■.— 

"Cleanliness is next to Godliness" 

We have recenth' finished a cleanup on our Railroad, 
the like of which it has never seen before, and it sug- 
gests a line of thought which ought to be of interest to 
the individual. 

Have you ever noticed that successful men are clean- 
looking men? You never see them unshaven or with 
dirty collars or unpolished and run-down-at-the-heel 
shoes. At the same time they may be most economical 
in clothes and wear them longer than does the ordinary 
man, the very reason for this being that they take such 
pains in seeing that they are kept neat and well cared for. 

The chief executive of one of the largest trunk lines 
in the United States was recently talking on this 
subject of the importance of personal appearance 
in business life. It might be added that he rigorously 
practices what he preaches. He said: 

"At times when I was an engineer I had pretty hard 
sledding financially. It was in the days of railroad 
building and much of the work of locomotive engineers 
waited on railroad construction in the middle west. 
First there was a boom and then there was a slump, yet I 
was never in such hardluckas notto be able to keep clean. 

" I shaved myself every day and continue to do so now. 
It is the cheapest, quickest and easiest personal appear- 
ance insurance I know of. I always tried to answer my 
call for work on a passenger engine looking a credit to 
my employer and myself. I didn't come in contact 
with the public as did the conductor, but many railroad 
patrons saw and knew me ; hence my shoes were always 
polished, my collar clean, my hair neatly trimmed and 
my clothes decent looking. When I got to my engine 
I had a second best suit of overalls and I put them on 
to look over the machinery and do the necessary oiling 
and other dirty work. When I had finished this I drew 
a bucket of water from the injector, washed up, put on 
a clean collar and got up in the cab, ready for my run 
and looking at least self-resyjecting. This doesn't mean 
that in order to look neat an engineer has to put on a 
clean collar every time he starts his run. 

"When my overalls got dirty I used the same little 
bucket to wash them in. doing the work myself and dry- 
ing them at an opportune moment in the engine cab. 
When the day's work was over I washed up again, 
packed my overalls away, put on clean clothes and made 
a respectable api)earance at my boarding house. 

"It wasn't a question of money with me — -it was a 
question of pride. One of my fellow workmen once 
asked me why I took such pains to keep clean and I told 
him that I couldn't afford to be" 

Pressed for a statement as to how the api^earance of 
other men associated in business with him atYects him, 
the speaker went on : 

"Suppose I was hunting for the best engineer I could 
find to make an especially important run. Suppose I 
knew six of them and the>' were all about equal in ability 
but one of them was the cleanest and neatest in appear- 
ance. Is there any question which one I would choose' 

" I have often been called upon to tell reporters some- 
thing about the business of the railroad and it has been 
my experience that those who are neatest in ap])earance 
are those who have reported what I told them most 

" If I see a train or station employe who impresses me 
with the neatness of his appearance, my opinion of him 
is immediately enhanced and, chances are, it may be of 
some profit to him. 

"In fact all my experience in business has taught me 
the value of a clean personal appearance. Perhaps I can 
sum it up by the following : 

" I recently addressed a mass meeting of students of a 
New England University. After the meeting, a group of 
them asked me if I would talk to them further for the 
few minutes before my train time on something that I 
considered of importance to them. So I told them my 
opinion of the value of personal appearance. I said that 
if any one of them ever hunted a job on the railroad with 
which I am connected and happened to get into my office 
to see me about it, my decision in regard to placing him 
would be at least one-third made before he got to my 
desk. For, whether he knew it or not, I would have sized 
him up pretty well from the standpoint of his appear- 
ance and his deportment as he walked over to me from 
the door. 

"That is how much I think of personal appearance 
and that is how much I like to see every employe of our 
railroad, and especially those who have to meet the 
traveling public and our shippers, present a neat and 
clean appearance." 

Don't Forget Your Flag! 

On the Saturday before Independence Day this year 
a letter came to me from my mother. It was filled with 
chatty news about the old home and the old friends, and 
had with it a sheaf of little articles from current pub- 
lications. She called it "My Fourth of July Letter." 
A typical "Mother Letter," and on the back of the 
envelope up in the corner in fine letters she wrote: 
"Don't Forget Your Flag. " 

It recalled my boyhood days, the celebrations of the 
old fashioned Fourth, with the midnight vigils of the eve 
before to greet the coming of the day with appropriate from cannon, pistol and firecracker. It was the 
boys' dav par excellence, with its incessant racket, streets 
filled with exploded firecrackers and torpedoes, air heavy 
with the smoke and smell of powder. 

In all of the celebration, the mother had a big part. 
But there was one duty which was hers alone, one which 
she regarded with a peculiar reverence and privilege, 
namely that of hanging out the third story window the 
old Flag, which had been in her family for years, and 
which, as she often told me, had been hand-sewn by her 
own mother during the Civil War. 

The little community in which I now live has a notable 
civic spirit and patriotic atmosphere. This year we had 
a big celebration. The boys of '65 and those younger 
heroes of the more recent and more terrible war were well 
remembered. A band of uniformed soldiers from a near- 
by camp furnished the music. Races and general com- 
munity contests were enjoyed by old and young of both 
sexes. But the Flag — must I say it — was noticeable by 
its absence. 

Baltimore and Ohio Magazine, July, igzi 


Only a few of our people displayed it on this ths 
greatest of our national holidays, when its beautiful colors 
and design should have graced the home of every citizen 
there. It was no credit to me that my home showed the 
Flag, because this same mother had sent i^tome in time 
for Memorial Day and had reminded me so forcibly of 
my privilege and duty on Independence Day that I could 
scarcely forget. 

It is not because we are intentionally neglectful — it is 
only because we forget. But that hardly makes the 
omission any less serious in its effect. The Flag is the 
one outstanding emblem of our national life, of all the 
proud history and the high ideals of our nation, of the 
sacrifices which won at Valley Forge, at Gettysburg and 
in the Argonne, of the hope of America for World Peace 
and the onward march of civilization. 

Don't forget your Flag! 

Something to Crow About 

During the month of May our four passenger trains. 
Nos. 15, 5, 7 and 9, made a wonderful "On Time" record 
going into Grand Central Station in Chicago. 

No. 15 was late but once; No. 7 was late but once; No. 
9 was late but three times; and No. 5 put her passengers 
into the station on time or ahead of time without a 
single failure. 

No. 5 was ahead of schedule from one to ten minutes 
on seventeen different mornings and the other trains 
were ahead of their schedules much oftener than they 
were behind them. 

For the month of July the record of the above trains 
arriving at the same terminal shows them only five times 
late. No. 1 5 got in a few minutes late on three occasions, 
No. 5 was only late once and that because of a landslide. 
No. 9 was late but a few minutes on one occasion and 
No. 7 had a perfect record! 

Talk about teamwork ! Such performances require the 
best efforts of thousands of employes, contributing in 
greater or less extent to the many factors entering into 
them. Special credit, of course, is due to the crews 
handling these fine trains and particularly to the engi- 
neers and firemen. 

Congratulations ! 

The Cure — More Freedom of Management 

The tragedy of the a\'erage railwa}' investor has never 
been adequately described. Other property went up. 
His declined. In ten years land, buildings and plants 
ha\'e doubled in value. The railway owner's possessions 
have been halved. Is it strange he is averse to sending 
good money after bad ? 

In former days, when railway investment was not 
penalized, the public, decade by decade, saw rates lower 
and service improve. When a paralyzing hand fell on 
the business and there was no profit in doing specially 
well came retrogression. Thtre is .he old, old lesson thai it 
does not pay to shackle capacity. 

The country may again expect to be satisfactorily 
served when the best managed railway makes the most 
money and this, is considered creditable to its managers. 
To treat symptoms is well enough, but it is wiser to 
strike at the roots of disease. Liberty of Action is the 
Pressing Need of the Railways. 

The greater part of the regulating legislation which 
Congress and 48 legislatures have enacted must be swept 
from the statute books. As to our most vital industry 
we have been guilty of violating a natural law. 

— New York "Tribune," J tine 2, ig2i. 

An Interesting Old Pass 

The name of David Carver appears on a list (;} em- 
ployes of the Baltimore and Ohio recently pensioned. 
When he sent in some information concerning his career 
with the Railroad, he included a trip pass issued to him 
on June 21, 187 1, by John S. Wilson, master of road. 
This officer will probably be remembered by some of our 
old employes. 

The pass is printed on common white paper and is 
substantially the same in its general provisions as the 
passes issued today. However, it is notable for two 
restrictions on it, not commonly in effect these days on 
trip passes issued to employes. 

On the face of it is specified: "Good in one direction 
for one day only and not to return. " On the back of the 
pass it states in long hand that Mr. Carver was returning 
from a visit to his family for work with the Road, and 
this restriction was possibly made as an additional incen- 
tive, perhaps generally used in those days, to insure' 
employes getting back to work on time. This, however, 
is only a surmise on our part. 

The other restriction appears on the back of the pass 

and reads as follows : ' ' The holder of this free pass 

will take such seat as the conductor shall assign to him. " 

Evidently the custom of issuing , free transportation 
has taken on a more liberal interpretation since those 
days. Employes now suffering the restriction of being 
expected to take a seat assigned to them by the con- 
ductor would probably consider such procedure an in- 
fringement on their personal liberties. 

There is, of course, little reason for even thinking of 
such a restriction in connection with the use of passes by a 
very large majority of our employes. There are some, 
unfortunately, upon whom such a restriction could be 
visited with benefit to their fellow pay passengers, their 
fellow employes traveling on free transportation and the 
reputation of the Railroad. 

Free transportation is issued by the Railroad Company 
at its own discretion and it is a favor which should be 
used and not abused. 

He Kept *em From Slipping Back! 

A green brakeman was making his first trip up the 
Sierras. The grade was steep and they had an unusually 
hard time making it. At the station, after reaching the 
top, the engineer, looking out of his cab, saw the new 
brakeman. Mopping his brow, he said with a sigh of 
relief, "Well, me lad, we had a tough time making it 
today, didn't we?" 

"You bet we did, " answered the green one, "and if I 
hadn't put on the brakes, we'd have slipped back." 

A few like him, jamming on the brakes on the upgrade, 
would soon have us all hitting the downgrade. 

— The Barrett Trail 

When a man tells you everybody has always been against him, 
you have found the loose nut in his machinery. 


Baltimore and Ohio Magazine, July, ig2i 

iMiiHit/uninuiiiOiHiiufliuDainiiii 1 1 1 Di" >ii 

Relief Department — Advisory Committee 

Conducting Transportation Department 

L. W. Graham Operator Kanawha Station, W. Va. 

J. H. CouLBOURN Passenger Baggageman Philadelphia, Pa. 

George G. James Conductor Baltimore, Md. 

John F. Wunner -Clerk : New York, N. Y. 

Motive Power Department 

L. A. Gather Machinist Fairmont, W. Va. 

W. D. Lenderking Plumber Baltimore, Md. 

D. J. Reid Machinist East Chicago, Ind. 

H. W. Oldenburg Car Inspector Cincinnati, Ohio. 

Maintenance of Way Department 

Ira E. Baker Section Foreman Kanawha Station, W. Va. 

J. S. Price Account Clerk .Newark, Ohio. 

F. A. Taylor Master Carpenter Cumberland, Md. 

Henry F. Eggert Track Foreman Pleasant Plain, Ohio. 

Statement of Pension Feature 

Employes who were honorably retired during the month of May, 192 1, and to whom pensions were 
granted : — 


Last Occupation 


D.v-°N i ^/.^b" 

Capehart, Manford L 

Connolly, Joseph 

Cull, John 

Donmoyer, Frank J 

Doyle, Anthony S 

Figlestahler, Herman 

Passenger Car Repairer 


Car Repairer Helper 

Crossing Watchman 

Car Builder \ ... 




Coach Repairer 



Tool Room IMan 

Blacksmith Helper 


Motive Power 

Maintenance of Way 

Motive Power 

Conducting Transportation . . . 

Motive Power 

Maintenance of W^ay 

Conducting Transportation . . . 

Maintenance of Way 

Motive Power 

Conducting Transportation . . . 

Freight Claim 

Motive Power 

Motive Power 

Motive Power 

Ivlotive Power 

Motive Power 

Motive Power 

Motive Power 

Motive Power 

Conducting Transportation. . . 










. S 

I I 



Heckathorn, George E 

Hodson, Oscar 

Lipscomb, John J 

Litlig, William N 

McCulgan, Andrew J 

Minefelder, Louis 

Moller, Johan 

Murphy, William F 

Neudorfer, PhiUip 

Rowan, James 

Smith, Hubert J 

Sterling, Matthias C 

Stotelmver, Wm. C 


















Cabinet Maker 


Car Repairer 




The payments to pensioned employes constitute a special roll contributed by the Company. 

During the calendar year 1920, $342,993.35 was paid out through the Pension Feature to those who 
have been honorably retired. 

The total payments since the inauguration of the Pension Feature, October i, 1884, to April 30, 
1921, amount to $4,379,203.70. 

The following pensioned employes, after servnng the Company faithfully for a number of j'ears, have 


Last Occupation 



Date of Death 

Years of 

Athey, Elias J 

Gill, Tavlor 

Caddy, Frank C 

Fazenbakcr Wm. E . 


Locomotive Cleaner. . 
Agent and Operator.. 

Conducting Transportation 

Motive Power 

Conducting Transportation. 
Conducting Transportation. 

Motive Power 

Motive Power 

Conducting Transportation. 
Conducting Transportation. 
Conducting Transportation. 
Mainlctiancc of Way 

Shenandoah. . . 
Baltimore. . . . 


Cumberland. . 
Baltimore. . . . 


Ohio River. . . . 
Philadelphia . . 


Connellsville. . 

April 27, 1 92 1 

May 21, 1921 

May 12, 1921 

May 10, 1921 

May 9, 1921 

April 18, 1 92 1 

May 2, 1 92 1 

May 10, 1921 

May 4, 192 1 

May 4, 1 92 1 


Keyscr, John 




Midkiff, Soloman 

Peyton, George W 

Tennev, Edward P. . . 
Wolfe,' Lewis W 

Crossing Watchman . 









Baltimore and Ohio Magazine, July, igzi 


\\ — ; — — w 

I Pensioners' Roll of Honor | 

; ^ 1 1 


Oh, blest retirement! Jnend of life's decline — 
Retreat from care that ever must be thine; 
How blest is he who crowns, tn shades likb these, 
A youth of labor with an age of ease. 

Goldsmith — "The Deserted Village" 

W. L. Alderton 

W. L. Alderton, pensioned carpenter, was 
born on July 1 1 , 1853. He began work with 
the Railroad at Piedmont on March i, 1887. 
While at Piedmont, he worked as a member 
of the wrecking crew under the late Edward 
Xapier, then wreckmaster. At that time 
they used a crane, operated by man power, 
the lifting device being a windlass. Mr. 
Alderton was married 39 years ago to Miss 
Anna Dean, of Keyser, West Virginia. He 
has two sons, Marshall, of Keyser, and 
Dennis, of Hanover, Pennsylvania. 

Mr. Alderton was retired on March 8, 
this year. 

Joseph Connolly 

Joseph Connolly, foreman. Maintenance 
of Way Department, Wheeling Division, 
was bom at Clifton, County Gal way, Ire- 
land, on March 14, 1850. He attended the 
parish schools, and became a farmer. 

At the age of 20 he came to the United 
States, settling first in Steubenville, Ohio, 
where he was employed by the Pennsyl- 
vania Railroad. In 1884, he moved to 
Holloway, where he was employed as sec- 
tion foreman on the C. L. & W. Railroad. 
He was subsequently promoted to the posi- 
tion of super\nsor, and was holding this posi- 
tion when the C. L. & W. was taken over 
by the Baltimore and Ohio. 

Mr. Connolly now lives at Bridgeport, 
Ohio, with his family, his wife, one daugh- 
ter, and three sons. He was pensioned on 
May 9, this year. " 

D. B. Riley 

D. B. Riley, pensioned passenger con- 
ductor, was born at North Vernon, Ohio, 
on October 2, 1854. His early life was spent 
in working at a plaster mill and driving 
teams. He entered the service of the Balti- 
more and Ohio (that section then known as 
the Ohio and Mississippi), on May 4, 1884, 
as brakeman on the Indiana Division. He 
was promoted to freight conductor on June 
I, 1889, to passenger conductor on May 15, 
1904. He sen'ed in this capacity until 
April 2 1 , this year, when he was pensioned. 

John W. Tracy 

John W. Tracy was born^at'.Aliddletown, 
Maryland, on October 4, 1834. Here he 
attended the public school and helped his 
father on the farm until the age of 18, then 
worked with a dairy for about four years. 
Later, when his parents moved to Harpers 

Ferry, W. Va., Mr. Tracy entered the ser- 
vice of the Railroad as trackman. Later he 
was transferred to Brunswick as boiler 
washer. Several years later, he was trans- 
ferred to Cumberland, where he worked at 
the old roundhouse for about 25 years as 
boiler washer, then was given the job of 
machinist, in which capacity he worked 
until this year. He was pensioned on April i . 

Herman Figlestahler 

Herman Figlestahler, pensioned round- 
house foreman, Ohio Division, was bom in 
Baden, Germany, on December 6, 1855, 
but he wants it understood that he is not 

At the age of one and a half years he came 
to the United States with his parents, who 
settled in Chillicothe, Ohio. Here the boj- 
attended school until he reached the eighth 
grade, then started to work in a shoe store. 
On January i, 1870, he entered the service 
of the Railroad as a machinist apprentice. 
Through faithful services, he was promoted 
to foreman of the back shop, and finally, to 
roundhouse foreman. He held the latter 
position for 21 years, finally becoming dis- 
abled because of rheumatism, which neces- 
sitated his giving up his work. He was pen- 
sioned on April 5, this year, 

Mahlon L. Redman 

On December i, 1866, when the Zanes- 
ville bridge fell into the river, killing one 
man and injuring several others, there was 
a call for a conveyance to take some of the 
injured men home. Nearbj'', at Claypool 
Mill (now known as Xashport), there stood 
a two-horse spring wagon, driven by a boy 
of 13, waiting to carry home some milling. 
This boy was Mahlon L. Redman, who nine" 
teen years later entered the service of the 
Baltimore and Ohio Railroad. However, 
he claims that his service began on this 
day in December when he offered the use of 
his wagon to carry an injured man home, 
and he challenges any of the Newark Vete- 
rans to show a longer service record. 

Mahlon Redman, pensioned carpenter, 
was born on July I, 1852. His mother died 
while he was still an infant, and he with his 
older brother was taken to live with their 
grandparents. These grandparents were 
members of one of the first Baptist churches 
in the countrj'; the grandfather being one of 
a family of 24 children. In December, 1885, 

he entered the service of the Baltimore and 
Ohio, where he remained until March 5, 
this year, when he was pensioned. 

Mr. Redman reminds us of a little ro- 
mance in connection with the incident of 
his early "service " with the Railroad. Levi 
Claypool, one of the injured men whom the 
boy carried home in his spring wagon, lived 
in a fine mansion on the hill south of the 
gravel pit. Mr. Claypool never forgot the 
favor and invited the young man to visit 
him. In the family was a young lady, whom 
the boy became acquainted with. His 
visits to her soon became frequent and pro- 
longed, and finally, in 1873, the two were 

Martin Thompson 

. Bom in Norway in 1849 and spending 
his life on the .water, Martin Thompson has 
had an interesting career. 

At the age of 14 , he went to sea as a deck 
boy in a lugger trading between Norway 
and Denmark. After one year's service, 
he shipped in a square-rigged vessel trading 
in the North and Baltic Seas; later as able 
sailor in clipper ships trading as far north 
as the White Sea, Russian and French ports. 
At the age of 22 he joined larger square 
riggers, and during four years of service on 
one ship, made trips between England,' 
Canada, Brazil and the Mediterranean. 
He returned to Norway as-second mate on a 
larger barque. 

After marrying in Norway, he shipped 
on steam vessels trading between Norweg- 
ian ports and Hamburg and Bremen. A 
year later he joined a steamer plying on the 
Norwegian Fjords. He remained on this 
vessel for 1 1 years, going up the ranks from 
sailor to Captain. ■ 

Business becoming slack, he took passage 
to New York, landing there in May, 1885. 
During that year he joined the old Balti- 
more and Ohio lighter, "Success." After 
six months he left to run on steamers plying 
between New York and New Orleans, but 
in 1887 he came back to the Baltimore and 
Ohio, on the lighter "Murphy." Later he 
was transferred to the lighter "Miller," 
then promoted to the " S. J. Clarke." He 
remained on this lighter for 13 years, then 
spent 16 years more on the steam hoister 
"Patuxent." Prom here he was trans- 
ferred to £hft lighter "Number no," where 
he spent 6ne'4rear, making a total of 33 years 
of continut>iis service in the Baltimore and 
Ohio Lighterage Department. 

Mr. Tl^J^iS^on was pensioned on January 
17, this j4afvv 

Robert F. Huffman 

Robert F.-Hufl^man, pensioned pattern- 
maker, was bom in Sonora, Ohio, on Alarch 
27, 1854. He first entered the service of the 
Company on Maj^ i, 1870, as carpenter at 
ZanesviUe, Ohio. He tells his own stor>': 

"My first experience with the Baltimore 
and Ohio before I entered the service was 
when I discovered a broken rail as I was 
walking along the track one day. The rail 


Baltimore and Ohio Magazine, July, iq2i 

Top row: lata es Rowan; John W.Tracy; Robert T. Huffman; Robert Singleton. Second row: George W. Sears; John W. Weakly ; Wilbur McKenzie 
(above); Robert J. Cobaugh; David B. Riley. Third row: Frank J. Donraoyer; Martin Thompson; W. L. Alderton; B. F. Long; Glen C. Lapham. Fourth 

row: Mahlon H. Redman; James McLaughlin; John Cull; Herman Figlestahler 

Baltimore and Ohio Magazine, July, 1921 


was also thrown out of place. I replaced it 
as best I could, then watched for the first 
train. Soon I heard one coming from the 
West. I ran back, and with my red hand- 
kerchief flagged the train, for I guessed well 
what the result would be had the train 
crossed over the rail. As soon as the train 
was stopped, I got such a blessing that it 
would not look well in print. Then, with- 
out telling the engineer the trouble, I got up 
on the engine and slowed him down to the 
place where an accident might have oc- 
curred. When he saw it, he thanked me, 
spiked down the rail as best he could, slowed 
over, and told me where to find the section 
foreman. I ran back and notified Foreman 
Patrick Traheay, who hurried with his gang 
and made the necessary repairs. 

When I first entered the service of the 
Railroad, I worked on the incline leading to 
the new bridge across the Ohio River at Bel- 
laire. From there I was sent to the Chicago 
Division, between Chicago Junction and 
Garrett', Indiana. Here I worked until the 
last two rails completing the line between 
Chicago Junction and Chicago, Illinois, 
were laid. I was present when the gold 
spike was driven by David Zell, in the 
presence of a number of Baltimore and 
Ohio officers. After several speeches, all of 
the employes were given a sumptuous din- 
ner and an entertainment. 

"In 1880, I went to work for the T. & O. 
C. Railroad, as carpenter. In 1884, I re- 
turned to the Baltimore and Ohio as coach 
repairer, Newark Shop. I served in this 
capacity until 1901, when I was transferred 
to the pattern shop. 

"I was pensioned on March i, this year." 

George W. Sears 

George W. Sears, pensioned cabinetmaker, 
Illinois Division, was born on December 9, 
1 853, at Orleans, Orange County, Indiana. He 
learned the trade of carpenter and followed 
this occupation until 1903, when he came to 
Washington, where he obtained employ- 
ment in the Baltimore and Ohio Shops as 
cabinetmaker. He married Miss Catherine 
J. Tindall in 1866. Four children were born 
to them, two dying in infancy, one at the 
age 01 22, and one at 21. 

James McLaughlin 

James McLaughlin first entered the ser- 
vice of the Baltimore and Ohio in 1898 as 
locater, Indiana Division. His promotions 
were as follows: loading clerk, November 
I, 1898; tallyman, February i, 1907; de- 
livery -"lerk, March i, 191 7; tallyman, April 
16, 1917. He was reiire 1 on December 5, 


John Cull 

Born in Chillicothe, Ohio, on October 24, 
1853, and one of nine children, John Cull, 
pen.sioned car repairer, Ohio Division, en- 
tered the service of the Company at the 
age of 14 years, as water boy, on the old 

M. & C. In a few months he was made 
trackman, and worked in this capacity for 
four years. For the next 14 years of his 
life, he worked for the C. C. C. & St. L. 
Rail»oad, returning in 1892 to the Baltimore 
and Ohio at the Chillicothe shops. Here he 
has worked ever since, with the exception 
of a few years, during which he served the 
city of Chillicothe as a member of the city 
council, and later as street commissioner. 
During the last few years of his railroad ser- 
vice, Mr. Cull suffered with ' rheumatism. 
On April 5, this year, he was placed on the 
pensioners' list. Mr. Cull's father was one 
of the pioneer settlers of Chillicothe, having 
made his home here in 1837. 

James Rowan 

James Rowan, pensioned laborer. Motive 
Power Department, Ohio Division, was 
born in Washington County, Ohio, on 
March 16, 1854. 

He attended school until he reacjied the 
fifth grade, then began work as trackman 
on the old M. & C, now the Baltimore and 

He continued here for three years, then 
went to work for the Cincinnati Southern, 
returning to the Baltimore and Ohio in 1882. 
Mr. Rowan was pensioned on March 30, 
this year. 

Frank Donmoyer 

Frank J. Donmoyer, Flora, Illinois, has 
been placed on the Pensioners' list after 33 
years of service with the Railroad. 

Mr. Donmoyer was born on April 17, 
1855, in Lebanon County, Pennsylvania. 
In 1865, he came to Flora as a farmer. He 
entered the service of the Ohio and Missis- 
sippi Railway on April i, 1888, as laborer 
on Section No. 12. After five years, he was 
made extra foreman. Nine years later he 
was appointed section foreman on Section 
No. II, and held this position until the time 
of his injury. He was given a temporary 
position as crossing watchman, but being 
unable to take care of this work, he was 
granted a pension on April 16, this 3'ear. 

John W. Weakley 

John W. Weakley, retired foreman, 
Newark Division, was born on February 8, 

1854. He entered the service of the Com- 
pany in August, 1872, and worked for two 
years. He came back again in 1888 and 
worked as laborer on Section No. 21, until 
July u, 1893, when he was promoted to 
section foreman at McElroy, Ohio. He 
held this position at McElroy and at Junc- 
tion City until April i, this year. 

Wilbur MacKensie 

Among the photo<»raphs of the pensioners 
we find one of Wilbur MacKensie, to whom 
a pension was granted on April i , this year. 
Mr. MacKensie was born at Oella, Balti- 
more County, Maryland, on December 23, 

1855. He entered the service of the Balti- 
more and Ohio on May 29, 1872, as machin- 

ist apprentice, Mt. Clare Shops. Here he 
served his apprenticeship under the late C. 
T. Turner. He was a machinist at Mt. 
Clare from that time until his retirement. 
Mr. MacKensie is a member of the Vete- 
ran's Association and a strong advocate of 
Safety First. 

Robert Singleton 

Robert Singleton, track foreman, Cleve- 
land Division, was bom in Chillington, 
Somerset, England, on September 21, 1854. 
He came to the United States with his 
parents at the age of seven. His early life 
in this country was spent on a farm in 
Brecksville until 1882, when he came to 
Cleveland and went to teaming. The fol- 
lowing year he returned to Brecksville and 
married Miss Ida May Hardesty. He 
began railroading in 1883 and worked 
almost continuously on washouts and 
breaks in old canal bed. 

Glen C. Lapham 

Glen C. Lapham, pensioned train bag- 
gageman, Chicago Division, was born on 
his father's farm at Republic, Ohio, on 
February 3, 1851. He worked on the 
grading of the Baltimore and Ohio in 1873 
and 1874, at the time of the building of the 
Chicago Division, but was first employed 
regularly as a local freight brakeman in 
1875. In 1876 he was transferred to passen- 
ger brakeman. 

The cars at that time were equipped with 
straight air, link couplers, and the links had 
to be blocked with wooden wedges to take 
up the slack. The coaches were lit up with 
tallow candles and were heated with wood- 
burning stoves. They also had to string 
bell cords from car to car instead of opera- 
ting with the present air signals. 

Mr. Lapham was promoted to train 
baggagemaster in 1883. This position he 
held until he was taken ill in December, 

Benjamin F. Long 

Benjamin F. Long, pensioned oil distrib- 
utor, was born on October 30, 1849, in 
Loudon County, Virginia. At the age of 
12, he went to work on a farm. On Feb- 
ruary 20, 1873, he went to work for the 
Baltimore and Ohio as trackman. In 1881 
he became blacksmith helper; in 1891, oil 
distributor, Brunswick. He was pensioned 
on January 25, this year. 

Robert J. Cobaugh 

Robert J. Cobaugh, pensioned engineer, 
Pittsburgh Division, was born on October 
14, 1851, at Conemaugh, Cambria County, 
Pa., then a small town on the Pennsylvania 

He lived and worked on a farm until the 
age of 15, when he began his career as brake- 
man on the train of which his father was 
conductor. Being under age, his father had 
to sign a release in case of accident. He was 
(Continued on page 71 ) 


Baltimore and Ohio Magazine, July, igzi 

Memorial Services Held By 
Monongah Division Veterans 

By Charles W. Cassell, Secretary 

THE Grafton Baltimore and Ohio 
Veterans, their families and many 
friends, attended the memorial ser- 
vices held at the Grafton High School Audi- 
torium, on Sunday afternoon, May 8, in 
honor of the deceased members of the local 

The services were opened at 2.30 o'clock 
by the president of the local Veterans' 
Association, J. B. Kimmel, after which a 
beautiful discourse on "The Need of Prayer" 
was given by the Rev. Father John P. 
White, assistant rector of St. Augustine's 
Catholic Church. Father White concluded 
his remarks by reciting the Lord's Prayer. 
The audience sang "Nearer My God To 
Thee." Then followed a selection by the 

Miss Nellie McGrady came fifth on the 
program in a beautiful rendition of a vocal 
solo, "Jesus, Lover of My Soul." Mrs. 
Clarence Strickling then played "Adagio 
Pathetique" on the violin. 

A male quartet composed of Thomas 
Vance, H. F. Church, Lee Evans and Louis 
Smith, rendered a selection entitled "The 
Wondrous Cross." The quartette number 
was especially pleasing. 

Miss Anna E. Remlinger, local musical 
instructor, gave a solo, "Beautiful Isle of 
Somewhere." Tlie orchestra followed with 
another selection. Preceding the roll call 
of deceased brothers, Miss Lelia Ware sang 
a pleasing solo. ' 

The roll call was then read by Secretary 
C. W. Cassell, viz: Robert Anderson, John 
H. Bennett, James Flanagan, Patrick 
Fahey, J. P. Judge, Samuel W. Ridenour, 
John M. Cassell and James W. Grinnan. 

"The Place of Pity," a solo, was ren- 
dered by Mrs. J. B. Moran, vocal instructor 
and musical director of the Woman's Club. 

A short talk was given by B. Z. Holver- 
stott, superintendent of the Monongah 
Division, who spoke ot his admiration of 
the' service of the men and of the honor 
that was due them for their accomplish- 
ments in the service. 

Judge Ira E. Robinson delivered the 
memorial oration which referred beautifully 
to the occasion of Mother's Day. He recited 
several appropriate poems. 

Following the memorial oration, the male 
quartette rendered "Going Down the Valley 
One by One. " Rev. P. T. Crickenberger, 
of St. Paul's Lutheran Church, dismissed 
the audience with prayer. 

The memorial services were the first of 
their kind to be held in this state by the 
Veterans and it is expected that the idea 
will be adopted and carried out by other 

A number of people from Weston, Clarks- 
burg, Parkersburg, Wheeling and Fairmont 
attended the services. These included: 
J. F. ShafTerman, president of the Fairmont 
chapter; Mrs. Frederick Wittman, president 
of the Ladies' Auxiliary of the Fairmont 
Association; Mrs. H. S. Fleming, Mrs. H. 
Horan, and Mrs. John Hession; Grand 
Vice-President and Mrs. John Garvey, of 
Wheeling. The committee on memorial con- 
sisted of: F. M. Keane, J. J. Cassell and 
Wilham McFarling. 

j Biggest Veterans' Picnic at I 
j Somerset, August i6 

I August 16 is the date and Somerset, 
Pennsylvania, the place for what is 
expected to be the biggest Veterans' 
Picnic ever held on the Railroad. 

Special trains will run from Pitts- 
burgh, Cumberland and Connellsville, 
and additional transportation facilities 
provided elsewhere if needed. 

Those who were present at the 
Somerset picnic last year need not be 
reminded of the beauty of the park 
there, nor of the splendid outing en- 
joyed on that occasion. 

All local lodges of the Veterans' 
association will be kept posted on 
developments and individual Vete- 
rans can secure whatever information 
they desire from their officers. 

Fairmont Veterans' Third 

ON MAY 21, the Fairmont Veterans 
celebrated their third anniversary-. 
Among those present were: Mayor 
Conner, Judge Hayman, and Superintendent 
Holverstott, of Grafton. A delegation of 
100 Grafton Veterans came in a special car: 
Brother Kimmel, president; Brother Harri- 
gan. Brother Wardley, 15 of the Ladies' 
Auxiliary of Connellsville, and a delegati(jn 
from Wheeling also attended. 

A banquet was served by the Fairmont 
Ladies' Auxiliary. The meeting opened at 
7.00 p. m. The members from Grafton had 
to leave on the 9.45 train, but those from 
Wheeling and Connellsville stayed on until 
midnight. Splendid talks were given by 
Judge Hayman, Superintendent Holver- 
stott, Grand President Sturmer; President 
Harrigan, of Connellsville Chapter; Grand 
Secretary and Treasurer James Wardley. 

The entertainment was furnished by 
home talent. The "Veteran Quartette" 
rendered the old song, "Darling, I Am 
Growing Old." 

Fairmont Memorial Services 

On June 12 in the Methodist Episcopal 
Church of Fairmont, W. Va., an impressive 
service in memory of deceased Baltimore 
and Ohio employes was held under the 
auspices of our Veterans' Association. 

Meeting in the K. of P. Hall and preceded 
by a band, a large number of Baltimore and 
Ohio employes marched to the church at 
2.30 p. m., where they listened to a sermon 
by Dr. Claude H. King, the pastor, and 
addresses by J. ,M. Scott, general superin- 
tendent, and B. Z. Holverstott, sufjerinten- 
dent of the Monongah Division. 

Attractive musical numbers were a part 
of the program as was the reading of the 
names of the departed Baltimore and Ohio 
men. Fred. H. Brumage of the Veterans' 
Association was chairman of the committee 
in charge and all who attended were deeply 
impressed by the beauty and appropriate- 
ness of the service. 

Thelma, daughter of Conductor H. S. Cul- 

bertson. She sings and dances for the 


Baltimore and Ohio Magazine, July, igzi 


Brunswick Celebrates the Thirtieth Anniversary 
of the Opening of Its Yards 

{Aunt Mary tells the story, and Ezra is inspired to verse) 

IDUXXO as that there is poetn- or not. 
Ezra made it up, so don't blame it on 
me. To tell the truth, I went to that 
picnic up at Brunswick an' left Ezra to 
home, as usual. An' las' night when I set 
down to write all about what I seen there, 
Ezra comes along an' sez that whatever I 
wrote he wuz goin' to put it into poetry-. 
Some places he got stuck, an' there's where 
I'll have to take it out of his mouth an' tell 
it myself. Howsomever, as the fellow sez, 
"it's more trath than poetrj'. " 

'Twuz on the loth of May, an' all us folks 
wuz down there at Camden Station, all 
ready to go, long before train time. The Mt. 
Clare Band wuz there, an', as Ezra sez: 

"We laughed an' talked together, an' 

shouted an' we sung. 
One old fellow got to jiggin' — an' one sister 

held her tongue." 

(Now that wuzn't a-tall nice fer Ezra to 
say, but some of them Vets is got a griev- 
ance against some o' the sisters, so that ex- 
plains it. Howsomever, if Ezra had a-seen 
Miss Crone, night matron at Camden Sta- 
tion, dancin' in the ladies' waitin' room, 
what he writ would-a been more than" 

Brother Holmes wuz shorelj^ happy, but 

he had some worries, too. 
For some other brother Veterans, they had 

told him what to do: 
"Sisters, I've heard tell that your picnic 

comes in June, 
An', Sisters, I'm right here to state you'll 

sing a different tune 
If you don't invite us men-folks, nor let us 

in that park. 
If you stay 'till after supper, what'U you do 

there after dark? 
What will you do with no one to escort you 

to your door? 
Sweet v\'ill be our revenge, every man of us 

has swore 
That ne'er a lady will we meet, not even his 

old woman — 
Unless you take us brothers, too, an' act 

like you be human. " 
But Sister Shipley shook her head, an' 

Sister Hanson smiled, 
Fer they wuz goin' to Brunswick now, an' 

wuzn't to be riled. 

We took the train a few minutes after 
eight o'clock, an' we wuz on the way. What 
a glorious day it wuz! Not a cloud in the 
sky, an' everybody as happy as could be. 
It didn't seem like no time a-tall before we 
got to Brunswick, where the folks there wuz 
all waitin' fer us. 

We got right off an' marched straight up to 
Brunswick's Red Men's Hall 

By twos an' twos, like in the ark, with music, 
flags, an' all. 

"This mornin's sun," sez Sister Stone, "jus' 
puts me on the bias, 

W ill you please raise youi parasol, so freck- 
les won't come nigh us?" 

"The folks from Baltimore is big," sez one 
audacious feller. 

"I'd like to see two folks I know walk 'neath 

the same umbreller; 
If Mrs. Shipley an' Brother Sturmer wuz 

runnin' fer the train, 
Which one of 'em would get the shade, an' 

which would get the rain?" 

The real parade took place at two o'clock, 
an' them scenes what went down that street 
on the way to the park, jes' set my heart 
a-b'ilin. There wuz our officers, all dressed 
up fine; there wuz the Veteran brothers — 
but let Ezra teU it: 

First come our worthy officers with smilin' 

faces bright 
.■\n' hats come off an' cheers went up, an' 

folks bowed left an' right; 
Then come the Veterans, old an' young, with 

all their banners, too. 
An' I wuz proud o' them big boys, each one 

as staunch an' true 
As sturdy oaks, an' you can bet that the\' 

be good an' kind 
To them AuxUiary sisters who was follerin' 

close behind. 
Then there wuz all the children from 

the Brunswick schools, you know. 
An' if there had been nothin' else, them kids 

put on some show — 
Some gals in pink sunbonnets, an' some 

in ribbons blue, 
An' little tikes in overalls,, brakeman an' 

firemen, too; 
An' they had a baby engine that they 

carried in their hands — 
You could have heard it whistle, if it wuzn't 

fer the bands 
A-playin' up an' down the street — an' of 

the music there. 
There wuzn't none that just could get ahead 

of Old Mt. Clare. 
An' there wuz high school girls an' boys, all 

dressed in colors gay. 
As happy as a hive of bees, 'cause 'twuz no 

school that day. 
Some of 'em carried banners full of sayin's 

bright an' wittv. 

But best of all the banners there that tow- 
ered o'er its mates: 



Down into the park they all marched, an' 
if aU of the rainbows that ever wuz in the 
sky had all come together an' spread them- 
selves through that grove, they couldn't 
a-made a prettier sight. An' then for a half- 
hour, the boys an' girls wuz runnin' here an' 
there an' eatin' ice-cream cones, an' lemon- 
ade, an' sandwiches, an' bananas, an' cake, 
an' most everything that their little stum- 
micks could hold; the grown-ups wuz chat- 
terin' away like birds buildin' nests; folks 
who hadn't seen each other for thirty 
years wuz havin' love-feasts together. 

Soon the officers came on the platfonn, 
an' how the people gathered 'round to hear 
them! Somebody- said there wuz a couple 
o' thousand people there, but it looked like 

more'n that to me. Why, the way they 
pressed close to the stand so's they could 
hear it all, if any lady had chose to faint, she 
would had to faint standin' up, fer there 
wuzn't no room to fall down. 

After a prayer, Dr. Hedges, the Com- 
pany's medical examiner at Brunswick, 
took charge. There wuz music by the 
Rohrersville Band, then the mayor of 
Brunswick, E. C. Shafer, made a address of 
welcome. He sez that he had been dealin' 
with Baltimore an' Ohio men fer a good 
many years, an' he knowed them to be 
straight an' honest in their dealins an' fer 
that reason, he extended to them the keys 
of the city of Bnmswick. 

Mister Sturmer, grand president of the 
Veterans, read a lot of teUygrams an' letters 
from various officers who wuzn't able to git 
to the celebration. 

John T. Martin, the first yardmaster after 
the opening of Brunswick Yards, wuz then 
called upon to give a sort of history of the 
Yards. Bein' as this is real important, an' 
'cause I know 'twill be interestin' to every- 
body, I am goin' to let you read it jes' as he 
told it to us, as follows : 

'In 1890, Berlin, a village of about 200, 
was incorporated, and its name changed to 
Bnmswick. John L. Jordan was its first . 
mayor. The adult male population were em- 
ployed on the C. & O. canal and Baltimore 
and Ohio Railroad. They had one church 
and a one-room school house. We now have 
a population of six thousand (6,000) and 
almost every denomination represented. 
They own their own churches, free of debt. 

"We have a §40,000 high school building, 
and two eight-room school buildings, where 
the primary grades are taught. The Cath- 
olics also have a large parochial school. 

"On May 10, 1891, Brunswick yard was 
officially opened and the division terminal 
located at Martinsburg; since the road was 
built it was transferred to Brunswick. The 
Brunswick yard as turned over to the oper- 
ating people consisted of 13 tracks, capacity 
45 cars each. Our eastbound business then 
was about 400 cars in 24 hours. Business 
increased gradually and it soon developed 
that more room was necessary. The exten- 
sion of the yard eastward kept up until 1895. 
We then had 51 tracks, all of the same capac- 
ity as the first 13. 

"Ten years later, in order to relieve Balti- 
more, Philadelphia and Cumberland yards, 
it was decided to build a classification east- 
bound hump yard. This yard was com- 
pleted and put into operation in December, 
1906. Later a westbound gfravity yard for 
handling westbound fast freight was built. 
This takes care of the classification west- 
bound and enables us to make up solid 
trains to Chicago, St. Louis and other west- 
ern terminals, without re-switching at divi- 
sion terminals, much delay thus being 

"The eastbound yard, consisting of 16 re- 
ceiving tracks and 36 classification tracks, 
capacity 65 cars each, takes care of all east- 
bound traffic. This leaves 51 45-car tracks 
and the westbound hump to take care of 
westbound when all empties and westbound 
loads are classified and run in solid trains to 
different terminals. 

" The move to Brunswick also closed Sandy 
Hook, which was the head center and east- 
em terminal for the Shenandoah Division 
and Washington County Branch Districts, 
all of which are now operated from Bruns- 


Baltimore and Ohio Magazine, July, ig2i 

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Baltimore and Ohio Magazine, July, iq2I 


"A most important branch of the service 
located here is the transfer department. 
Freight from all eastern terminals for all 
points west is sent to this point where it is 
assorted and made up in solid car loads for 
western terminals and is dispatched on fast 
freight schedules." 

After some more music, Vice President 
Galloway talked to the people. He told 'em 
some things that they wuz anxious to hear. 
His speech, as he gives it, is in another part 
of this Magazine. Be sure to read it if you 
wuzn't there to hear him. After he had 
finished an' had took his seat, there wuz 
more than one of the old-timers who made 
their way to the back of the platform to 
reach a hand through the crowd to shake 
hands with the boy they used to know at 
Sandy Hook. "Do you remember me?" 
an' "I reckon you don't know who I am; 
I'm the fellow who used to — , " an' Mr. 
Galloway would say, "Sure, I know you, 
Jim (or Tom, or Harry), why, didn't we 
work together when — , " an' there would 
f oiler a regular old-fashioned hand-shakin'. 
There is one thing about Mister Galloway 
that "the boys" like; he likes to shake 
hands with 'em, an' the eyes that have been 
foUowin' the rails far many a year would 
gleam with a light of gratefulness — for the 
"Boss" had remembered them. 

The band played again, an' then Mister 
Dudley, superintendent of the Relief De- 
partment, told about the work that his 
branch of the Railroad wuz doin' fer us 
employes. He sez that the Relief Depart- 
ment is so called becuz it is a relief to rail- 
roaders an' to their families, an' that's why 
we are asked to take membership in it. 
They pay hospital charges an' disability 
benefits while folks is livin', an' death bene- 
fits to our families when we die. Personally 
I think it's 'bout one of the finest institoo- 
tions we have. Why they make it possible 
for us to buy houses when we might be only 
payin' rent. But, as Mister Dudley sez, 
they don't pay fer automobiles fer you. 
They show you how to deposit your money. 
They charge you 6 per cent, for what you 
borrow, but on account of the way they de- 
duct your payments this is really a lower 
rate than the interest rate allowed deposi- 
tors. Every dollar what's in the Savin's 
Feature is owned by the stockholders — an' 
that means you an' me, who hold pass 
books. They lend you money to improve 
your property, too, but not for any im- 
provement like a garage. 

Mister Dudley also said a word in favor 
of the ladies what has charge of the emer- 
gency room in the hospital, an' also men- 
tioned the work of the Ladies' Auxiliary, 
savin' that he'd like to. see a Ladies' Aux- 
iliary in Brunswick. 

Mr. Scheer, general manager of the East- 
em Lines, wuz the next man to speak. His 
talk wuz also full of inspiration. He sez as 
how he wouldn't say what the cowboy said 
(what Mister Galloway told about), but he 
would say that he wuz — h'm — glad to be 
at the celebration. He sez that when he 
looked at all of them children in the parade 

that he wuz shore that there won't be no 
shortage of railroad men in Brunswick 
durin' the years to come. He sez that 
Mister Martin had told us about the tracks 
an' busmess in Brunswick in the early days, 
but that he wuz goin' to tell us what some 
of the young Veterans done in 1920. They 
put through more business than has been 
put through- since the Baltimore and Ohio 
has laid its rails — 8000 miles of cars, if some- 
body had only been kind enough to couple 
'em together. In 1905, durin' the hea\'y 
corn movement via the Panama Canal, the 
superintendent — now Vice President Gallo- 
way — come here an' with the help of the 
Veterans, put through 1724 cars in 24 hours. 
"One day last year," he sez, the "young 
Veterans" put through 2400 cars in 24 
hours. But, Mister Scheer told 'em, 2400 
cars is nothin' to boast about with the facil- 
ities what we've got today; it's only re- 
markable what our boys did do back in 
them days when they had to work with the 
shovel. " Boys, " sez he, "you made a good 
job of it, in spite of the fact that you had 
nothin' but your head and hands to use." 

.\n' right here in the program, Doctor 

Hedges face growed red ; 
In reachin' fer the water glass, he'd gone 

an' bumped his head. 
An' the folks in Brunswick told me he's 

had lots of bumps, by gosh! 
But, because of his good humor, they'd all 

come out in the wash. 

Mister Hoskins, superintendent, Balti- 
more Division, wuz the nex' man to speak. 
He told 'em how glad he wuz to be there, 
not only to meet the railroad men, but the 
ladies, too. He sez as how he realizes that 
much of his future is goin' to depend on the 
cooperation of the railroad folks, an' he 
asked 'em to give him their help to the 
limit. The railroad is continually changin', 
sez he, an' we're expected to do each day a 
little more than what we done the day 
before. Fer two years he's been 'sociated 
with the superintendent of the Baltimore 
Division, an' with the terminal work, an' 
he reckoned as how he'd seen more done in 
Brunswick than most of the other officers. 
He sez that when 1084 cars wuz dumped 
as one day's work at the Curtis Bay coal 
pier, all hats went off, but if it hadn't 
a-been that these cars wuz dispatched right 
from Brunswick, that record couldn't 
a-been made. He sez that Brunswick had 
put Baltimore, Washin'ton an' Philadelphy 
on the map, that 50 percent, of our cars re- 
ceived at Baltimore are "main trackers," 
an' that there are lots of our Baltimore 
folks who hardly know what it means to 
switch cars unless the cars are bad orders. 
He sez as how Mister Horn, general super- 
visor of terminals, sez that Brunswick is 
the greatest classification terminal in the 
whole United States, an' that there is more 
new railroadin' goes on here than anywhere 
else, an' that he, Mister Hoskins, wanted all 
of us to see thg time when there would have 
to be an increasin' track capacity at Bruns- 
wick. He sez as how he'd like to put Bruns- 

wick an' the Baltimore Division ahead of 
all the others. 

Then Brother Sturmer he got up an' winked 

his knowin' eye, 
The men folks grinned from ear to ear, the 

ladies jes' stood by; 
Sez he, "I'm jes' a thinkin' now about a 

little pun, 
There's been some darn good shovel work 

since 1891." 

An'then after folks got through laughin,' 
he got to tellin' 'em about the Veterans an' 
about their organization an' the work they'd 
done. He sez as how he'd like to see a 
Ladies' Auxiliary organized at Brunswick. 
All I got to say is that until there is one 
there, the men folks don't know what 
they're missin'. Why the ladies down in 
Baltimore fixes all kinds o' good things to 
eat fer the men Veterans on meetin' nights, 
an' if anybody should ask me, I'd say they 
wuz what you'd caU a valuable addition to 
any association. Mister Sturmer went on to 
say that they had found, durin' the three- 
weeks' business campaign, that the morale 
of the Baltimore an' Ohio people wuz 100 
per cent. 

Then, what you reckon Brother Sturmer up 

an' went an' done? 
He sez, "Folks, here's Aunt Mary, now we 

will have some fun. " 
But the poor old soul, she turned quite pale 

an' shook there in her shoes. 
For ne'er a thought came to her head, tho' 

she dared not refuse. 
She up an' sez " How do ye do? " then came 

the thought so sweet. 
To tell the women what they ought to give 

their men to eat. 
She told about the Dinner Pail, an' one man 

grabbed her ear, 
Sez he, "O, dear Aunt Mary, you've got 

the right idear, 
I'm empty as a whiskey keg, an' to you I 

want to say 
That my good wife she feeds me boiled eggs 

three times a day. " 

Well, that ended the program, except fer 
the dancin', an' that went on long after we 
folks wuz on the way to Baltimore. An I 
voices the sentiment of all our folks who 
wuz there when I sez that we had a bully 
good time. An' any time that Brunswick 
wants to have another birthday, jes' let us 
know an' we'll be there. But for goodness' 
sake, you Brunswick folks, don't wait fer 
another 30 years to roll aroun', fer by that 
time your old Aunt Mary will be sippin' her 
tea in the Old Ladies' Home. 

You Couldn't Fool Him 

Patrick, lately over, was working in the 
yards of a railroad. One day he happened 
to be in the yard office when the force was 
out. The telephone rang for some tirne 
before Pat came to the conclusion that it 
ought to be answered. He approached the 
instrument cautiously, and slowly put the 
transmitter to his mouth, as he had seen 
the "boss" often do. 

"Hillo, there," he called. 

"Hello," answered some one at the other 
end, "is this eight-six-ought-four-eight?" 

"Aw, g'wan; phat d'ye think Oi am, a 
box car?" replied Pat. — The Station Agent. 


Baltimore and Ohio Magazine, July, 1921 



I— The "bunch" from Cleveland. i»ii!>» *■• -^"'"■"c>-"^'='. ^- '*■"■-"■"«>-;' -;•. j- --■'.■^■^■,., ,„j p «« Cmntnacr 
stationary fireman. 3-The funniest man-Conductor Grice. 4-Two of a kmd, E. L^ Miller and CM. Oromn^j, 
stationary n^ 3 ^^^ ^^^ ^^^ high jump for men. 7-Welfare bab^s.8-Ready to start 

O P Eichelberger, yardmaster; Odin Eichelberger, his son; W. W. Wood, chief of welfare 

-M. J. Dugan, 


Miss F. Stahlnecker, C. H. Groninger, H. W, Lapp, Miss Tessie^ P«nbrok^ Mrs. H. C Glanc.y. H- C G^ancy^^^^^^^ ^.^ ^.^^ 

Mrs. W. W. Wood and three children at left; Mrs.O. P. Eichel 

Johnso'n, Catherine Reidy knd Pauline Rush, welfare girls of the Trainmaster's Office. 10- 
Bat". 1 2— The ladies were all smilin g too. i 3 -Passed by the board of censorship 

„. O. P. Smith the "Hoosier engineer". 

The "railroad family" of Engineer F. V. Rahner. 

Misses Jennie 
Tessie at the 

Baltimore and Ohio Magazine, July, ig2i 


Old Fashioned Picnic of Welfare League 

of Akron 

Betty was supposed to stay home to watch the house, hut she wtni 
and now tells the tale 

MY NAME is Betty, and I'm the best 
looking collie in Akron — at least 
that is what Mr. Eichelberger says, 
and what he says is true. Mr. Eichelberger 
is yardmaster at Akron. He has a wife and 
a little boy named Odin. They live right 
next door to me, but I spend most of my 
time at their house, so I know them all very 
well. I'm telling you this so that you will 
know all about them when I tell this story 
of the splendid picnic that the Baltimore 
and Ohio Welfare League of Akron held on 
Sunday, June 19. 

The first thing that I knew about the 
picnic was the day before. I was trotting 
along up Market Street and wagging my 
tail, for I'm always happy after I've had 
my Saturday afternoon bath, when I caught 
the most delicious smell. Yes, it was fried 
chicken! I didn't know what to make of it. 
Akron folks often have fried chicken, but not 
all of them have it at the same time, and 
it seemed to me as though I got a whifif of it 
at every door. Something doing, sure — so 
I ran home. Sure enough, just as I came 
around the corner to the kitchen door, I met 
Odin coming with an armful of cabbages and 
his bathing suit. Cabbages for slaw, I 
thought and there's only one use for bathing 
suits. It must be a picnic! 

Next morning, bright and early, I was 
out and sniffing around again. Pretty soon 
I heard them getting the "Lizzie "out of the 
garage. Mr. Eichelberger jumped in and 
rode away, coming back with the machine 
full of people who went up on the porch. 
There was W. W. Wood, chief of Welfare, 
and his family, who had come all the 
way from Baltimore; O. P. Smith (his 
middle name is Percy), whom they call 
"the Hoosier Engineer," because he comes 
from Indiana; and a woman with a camera, 
who took a lot of pictures for the Maga- 
zine. She took pictures of most everybody 
— even one of me. 

Well, they all piled into the machines and 
set out for Brady Lake. As they left, every- 
body called out, "Good-by, Betty, old dog, 
we're sorry we can't take you along." 

Sorry, indeed! Well, I'll tell them now, 
they need not ever worry about my being 
left behind! Whenever there's somewhere 
to go, Betty's going. As soon as they had 
got fairly started, I followed them. They 
don't even know yet that I went, and they 
wont know until they read this. I took a 
short cut across the fields, and arrived at the 
picnic grounds almost as soon as they did. 
Among the first ones that I set my eyes on 
were C. M. Groninger, district freight agent, 
and E. L. Miller, who is secretary of the 
Welfare Association. These boys seemed 

to have just one idea in mind, and that was 
to make everybody happy, and if I am to 
judge from the smiles on the faces of lots of 
the young ladies there, I should say they 
succeeded admirably. 

\\1iat a rush and a clatter there was in 
getting around the tables! And oh, the 
good things they had to eat! The tables 
were set in a kind of pavilion. Several other 
picnics were going on at the same time, 
and railroad folks and other folks all sat 
down and ate together. (I sneaked 'round 
under the tables and found plenty to eat, 
although I'll have to admit, I had a good 
fight with a yellow hound who insisted on 
following Mr. Wood around. Why, you 
know, Mr. Wood ate something from each 
table, and as that hound knew he picked out 
only the best things, he thought Mr. Wood 
was nibbling just for fun, and that he would 
drop a scrap or two wherever he went. But 
Mr. Wood fooled him; he ate everything. 
It takes an awful lot of time and patience 
to teach a yellow dog anything.) 

I saw lots of strange sights around there. 
There was a big, fat policeman named Stur- 
geon who was drinking a bottle of ginger ale; 
there was a big, fat lady holding a baby's 
parasol over her blonde hair; a little girl was 
trying to eat a big watermelon; a girl named 
Tessie, from Cleveland, was playing base- 
ball and knocking such flies that some of 
the boys had to sit up and take notice; there 
were bathing scenes such as would make 
Mac Sennett's girls feel like two cents; 
there was a big man who got scared when a 
lightning bug got on his arm, and a thin 
woman who wouldn't go in bathing for fear 
her presence in the lake would cause the tide 
to rise. Oh, there are lots of things you can 
see and hear from under a table if you only 
keep your eyes and ears open ! 

I heard somebody say that they were 
going to have races; so, when I saw Mr. 
Eichelberger go ofT with an armful of prizes, 
I followed him, keeping in the background 
until I reached the billboard, where I 
camped, discreetly poking my nose just far 
enough under the board to see what was 
going on. First on the list was a hundred- 
yard dash for men. This was won by Brake- 
man R. Hannaman, who, for his swiftness, 
won a turkey red handkerchief. He was so 
proud of it that he held it up where ever\-- 
body could see it. 

The ball-throwing contest for women was 
won by Mrs. William Higgins, whose hus- 
band is a yard brakeman. She got a box of 
writing paper for a prize. I heard a lady say 
that she hoped Mrs. Higgins would write an 
article for the Magazine, now that she has 
some nice paper to write on. The high jurqp 



for men was won by M. F. Musser, Acme 
Office. -His prize was a pipe, a genuine Meer- 
schaum. A lady's leather belt was the prize 
won by Patrolman C. H. Hazelwood in the 
fat man's race. He tried it on, and it went 
just a little over half-way around him ; how- 
ever, I suppose he could piece it out nicely 
with a pair of shoestrings. My, but I was 
tickled to see Odin Eichelberger win a race 
and get a dying pig balloon ! Wm.Wood, Jr., 
also came off with high honors. The 
women's race was won by Mrs. Laura 
Hutchins, daughter of Engineer A. Mcin- 
tosh. Mrs. Hutchins received a lovely, 
shiny and smooth rolling pin. I heard a lady 
say that rolling pins could be used for many 
purposes. Hope that Mrs. Hutchins won't 
try it out on me the next time I poke my 
nose into her kitchen door. 

There were two races for little girls, and 
both of these were won by Donna Rahner, 
whose daddy had the biggest family at the 
picnic. Donna got a flat iron and a string 
of pearls — one to make her useful, the other 
to add to her beauty. 

After the races there was a baseball game, 
played by the Akron team and the Railroad 
team. The Akrons were the winners, but 
the Railroaders have declared that they will 
"get them yet." 

Then the folks left the field and went back 
to the grove, where the Akron Ladies' 
Symphony Band was holding a grand con- 
cert. I sneaked around back of the crowd, 
for I expected to hear some speaking; they 
usually have such things at a picnic, but no, 
there wasn't anything Uke that, and I have 
no doubt but that the young folk were 
mighty glad of it, for most of them went to 
the beach and took a dip in the lake. Othe-s 
went to the dancing floor, the skating rink 
and the merry-go-round. 

About six o'clock, the pavilion began to 
fill up again, and the folks all came back for 
supper. Again I sneaked under the table. 
There I heard lots of things. I saw the feet 
of three girls approaching. Somebody said 
they were from the trainmaster's office, and 
that they had done a lot of good work to 
make the Welfare League interesting. They 
were Misses Jennie Johnson, Catherine 
Reidy, and Pauline Rush, and when I'd had 
a good look at them, I didn't wonder that 
everybody wanted to join the League. 
Being only a Collie, I can't join leagues. 
{Continued on page 71) 

Baltimore and Ohio Magazine, Jtily, IQ2I 


i +■ 



Women's Department i 

Edited by- Margaret Talbott Stevens 1 

; +■ «= "- 

iii'iKitiiaiiwu[irnaiiHriiiijijo>iaiimiti(liiiuiii iiiiauuujiiii. ou mum nnn<iRrnifli}i<nriinnioi nDimrniniiorrDJimrnouiiiTiitni ninimnmo"" 


Among the Hills of Cumberland 

A)nong the hills of Cumberland the trains wind in and out. 
And gray and blue the smoky trails rise slowly 'round about. 
The air is cool and fragrant and the streets-run up and down 
And mark the long, green terraces that lie about the town. 

TJiere stretch the gay, young orchards with boughs all bending low, 
With fruits to ripen in the winds that from the valleys blow. 
The gardens on the mountain sides like patchwork quilts arrayed 
At county fairs among the jars of peach and marmalade. 

Among the hills of Cumberland, when trains roll by at night, 

The firefly flits among the trees and shows his little light. 

The stars look down on cottages whose lamps glow from within. 

And none can tell where the mountains end and where the skies begin. 

Mrs. C. W. Klein, Lima, Ohio, Wins First Prize in 
Dinner Pail Contest— Three Tie for Second Place 

"A smile and a kiss packed in with the lunch will keep a man well nourished 

and in a good humor. The way to a railroader s heart is through 

his dinner pail.'' — Mrs. Charles W. Shipley, President, 

Baltimore Chapter Ladies' Auxilliary 

Baltimore Division, 25 

THE results of the Dinner Pail Contest 
of the Women's Department are given 
in the tabulation on page 57. The 
first prize was won by Mrs. C. W. Klein, 
wife of machinist, Lima, Ohio, with a total 
of 425 points. Three others, Miss Grace 
Boyer, daughter of Mrs. Boyer, matron at 
Mt. Royal Station, Baltimore; Miss Addie 
McCauley, Timber Preservation Depart- 
ment, and Mrs. W. E. Hadden, wife of freight 
conductor, Dover, Ohio, tied for second 
prize, with 150 points each. The method 
used to determine the places of each of these 
was as follows : 

Mii-s Beyer's entry number was 4, Miss 
McCauley 's 3, and Mrs. Hadden's 7. The 
numbers 3, 5 and 7 were written on slips o 
paper and shaken up in a box. One of the 
girls of the Multigraph Department drew 
one of these cards to represent the name of 
the person who was to receive the fourth 
prize. This number happened to be 7; 
therefore it fell to Mrs. Hadden to receive 
the fourth prize; the amounts of the second 
and third prizes were added together and 
divided between Misses Boyer and Mc- 

Other contestants who deserve honorable 
mention are: Mrs. G. Boyer, matron, Mt. 
Royal Station, and Mrs. F. W. Fritchey, 
wife of master mechanic. Riverside, 125 
points each; Mr. . George W. Galloway, wife 
of foreman, Mt. Clare shops, Baltimore, 50 
points; Mrs. Charles W. Shipley, wife 

of conductor, 

Altogether there were only 14 entries; 
however, since this is the first contest which 
the Women's Department has ever held, we 
do not feel disappointed, for we believe that 
this is only a beginning of a wave of enthu- 
siastic cooperation among our railroad 
women, and that the next contest, whatever 
it may be, will be represented by responses 
from all of the divisions. In this connection, 
it is interesting to note that the state of 
Ohio has again come to the front, as was the 
case in the No- Accident Campaigns; Mrs. 
Klein and Mrs. Hadden both representing 
this 'state in the list of winners. 

One of the entries was sent in by Lillian 
Betony, the fourteen-year old daughter of 
a section foreman, who lives in West Vir- 
ginia. Although, as she tells us, she did not 
spend much time in preparing the essay, the 
paper as a whole shows much good thought. 
Another, whose author is Mrs. O. L. Smith, 
Gaithershurg, Md., gave some splendid re- 
cipes which we will be glad indeed to use 
from time to time in the AL\g.\zine. Mrs. 
W. M. Wingrove, Bradford, Pa., gave a full 
menu for only one day, although there were 
some excellent suggestions. If this menu 
had been extended to cover the period of a 
full week, we feel that it would have been 
much closer to the winning mark. 

There were many things of value to 
housewives that we learned from the entries; 

hmts that will be useful items for our de- 
partment during the months that follow. 
Most of our women do their own baking; 
this in itself is something that we are glad 
to know. One of our judges, Mr-. G. B. 
Luckey, said: 

"Most of the menus are equally attrac- 
tive, and they are surely an evidence that 
our railroad men have good wives. There is, 
however, a great oversight in them all — no 
one suggested soup. Soup can be carried in 
a thermos bottle and varied from day to day 
by using stock and cream of vegetables. It 
is a most wonderful help to a cold meal, par- 
ticularly in winter. " 

Says Mrs. T. Parkin Scott: "I have 
given first place to Number 9 chiefly be- 
cause of the variety of breads suggested. I 
would like to see emphasis placed on the 
value of whole wheat, graham, brown and 
bran breads. Number 2 seems to have made 
economical use of leftovers with no great 
duplication of the meals. The suggestion 
made by Number 1 1 fittingly concludes a 
very dainty and satisfying menu. Number 
1 1 was submitted by Mrs. Charles Shipley 
(see headline of this article). After reading 
these excellent papers, one should no longer 
wonder why Baltimore and Ohio men are 
such splendid fellows. " 

We did not announce that there would be 
a fourth prize, but we have one, and thereby 
hangs a tale. Mr. Francis H. Elms, a rep- 
resentative of the firm of Landers, Frar\' & 
Clark, New Britain, Conn., was traveling 
on one of our trains, when he happened to 
see a copy of our May issue of the Mag.\- 
ziNE, which told about the Dinner Pail 
Contest. He wrote and offered us a Uni- 
versal lunch kit, fitted up with a thermos 
bottle, to be used as fourth prize, if we in 
turn would let him read the prize-winning 
articles. This is but another proof that men 
are interested in reading our Women's De- 
partment. Howevei , the lunch kit goes to 
Mrs. Hadden, and we sincerely hope that 
she may be able to make good use of it. 

This lunch kit, by the way, is, in our 
opinion a big help in solving the dinner pail 
problem. Handy, neat, easily cleaned, bug 
and odor proof, it is plenty big enough to 
hold a good size lunch, and, in addition, has 
the valuable adjunct in the thermos bottle, 
which is satisfactory for keeping soups and 
drinks hot or cold. A carefully packed, 
clean lunch, in an attractive container, 
tempts the appetite of the worker, and re- 
member that enjoyment and good digestion 
wait on appetite. If you are interested in 
getting a lunch kit for your "man" or boy, 
and cannot secure one at your local store, a 
letter to this effect to Landers, Frary & 
Clark, New Britain, Conn., will bring you 
information concerning the Universal Kit, 
and how you can most easily get one. 

The prize-winning essays have been sent 
to Dr. Lockhart, dietetic expert of the Re- 
lief Department staff, who will discuss them 
in respect to food values. This discussion 
we hope to have for the August issue of the 


Baltimore and Ohio Magazine, July, iQ2i 


The Prize-winning Menu 

By Mrs. C. W. Klein 
Lima, Ohio 



2 roast beef sandwiches 
Glass of spiced pears 
A few celery hearts 
Oatmeal cookies 

I sandwich of whole wheat bread 
1 deviled ham sandwich 
A glass of stewed prunes 
I slice of apple pie 

I bread and butter sandwich 
I raisin bread sandwich 
A few pieces of pickled beet 
Piece of apple cake 

1 orange 


2 boiled-ham sandwiches 


My husband is a machinist, therefore he 
requires a heax'ier lunch than office men. 

I find that it is not the amount of lunch 
but ho\j{ it is prepared that counts. I gene- 
rally keep on hand a supply of cookies, fruit 
and nut breads. I also keep the ham or 
meat from the evening meal and grind it up, 
using a French dressing, and adding ground 
nuts or celery. 

Nuts are very nutritious and quite often 
take the place of meats. Celer>' is very 
good for the nerves, so I always add a few 
pieces to the lunch. Apple sauce and stewed 
prunes aid digestion. Milk is more desired 
and also more healthful than coffee. Whole 
wheat breads, nut and fruit breads are 
more wholesome than just white bread. 

I like the new lunch pails with the thermos 

I always wrap all sandwiches, eggs, cake, 
and cookies in waxed paper. 

I always keep on hand a good screw-top 
glass for apple sauce, baked beans, stewed 
prunes, and so forth. 

As I have a family of six to cook for, it 
would be hard to say just what a lunch like 
any of the foregoing would cost, as I always 
keep out enough from the main meal; how- 

ever, I should say that home baking cuts 
down on the price of the menu. I should 
judge that my lunches run from about 15 
cents to 25 cents each. 

My husband says he always has plenty, 
and that he feels good and strong to return 
to work. He has worked 16 years for the 
C. H. & D. and Baltimore and Ohio. 

Detailed decision of judges will be found on 
page 57- 

French Fruit, Salad Dressing 

I cup salad oil. 

1 yi teaspoons lemon juice. 
Pinch of salt. 

yi tablespoonful melted currant jelly, 
grape jelly, crabapple jelly, or honey. 

2 teaspoons scraped onion. 

Combine ingredients, beat well, and serve 
with any fruit salad. 

Baked Tomatoes 

Select large, firm tomatoes. Slice off the 
tops and remove pulp. Mix with the pulp 
stale bread crumbs, an onion, chopped line, 
a little sugar, pepper and salt to taste. 
Pack into the tomato cases and bake in a 
pan with about a half-inch of water. Serve 

A glass of baked beans 
Piece of raisin pie 
I orange 
I apple 

1 pint of milk 


2 pimento cheese sandwiches 
2 deviled eggs 
A glass of apple sauce 

1 slice of fruit cake 


2 grated cream cheese sandwiches 
I pickle 

A few English walnuts 
A few fruit cookie-; 
I banana 
I pint of milk 


Upper center, Mrs. C. W. Klein and her twin boys ; 
left, Miss Grace Boyer; right, Miss Addie 
McCauley; lower, Mrs. W. E. Hadden 

Tomato Jelly 

2 tablespoons gelatine. 

1 teaspoon sugar. 

2 teaspoons salt. 

3 or 4 large tomatoes. 
yi cup cold water. 
^2 small onion. 
I bay leaf. 
.Soak the gelatine in cold water until soft. 

Mix tomatoes and seasoning together and 
cook for fifteen minutes. Strain and mix 
with the softened gelatine until it is dis- 
solved. Pour into ramekins that have 
been wet with cold water and set in a cool 
place to harden. This may be served on 
lettuce as a salad, with mayonnaise or 
French dressing ; or it can be cut into small 
cubes and used as a garnish for cold 


Baliimon and Ohio Magazine, July, iq2I 

Plain Materials Used for Many of Season's 
Smartest Dresses 

By Maude Hall 

THE unprecedented vogue of Canton 
and other heavy, though soft and 
supple crepes, has done much to in- 
crease the prestige of sohd colors, indepen- 
dent of the well-deserved popularity of the 

season's plain shades. Take, for instance, 
such tones as Harding blue, maillard, slynx, 
ostrich, Navahoe, etc. Each has a decora- 
tive color scheme supplied in the beauty ol 
its own coloring and would be complete 
without the aid of contrasting fabric or 
applied embellishment. 

In the overdress effects lie many sug- 
gestions for remodelling, for one can use 
last season's frock as a foundation, sur- 
mounting it with an overdress or long tunic 

\ """""" " '" " t 


j You can get any pattern here shown § 
j by filling out the following coupon, clip- j 
i ping and enclosing with price shown j 
i (stamps, check or money order) in | 
I envelope addressed "Baltimore and | 

Ohio Magazine, Mount Royal Station, 

Baltimore, Md." 
Try our pattern service — five days 

from day you mail order to day you get S 

pattern. . ' 



City State 


Send pattern number 

blouse in a fabric of the new season. Simple 
and artistic is a design in maillard — a lovely 
soft brown — crepe, made entirely in one 
material. The waist has an open front, 
showing a self-vestee with straight upper 
edge. Turning back from the open front is 
a large collar, extended to meet the belt, 
though its length would have to be regu- 
lated somewhat by the figure of the wearer. 
Women of very full figure would probably 
prefer to shorten the collar at a line even 
with the vestee. Nothing would be lost in 
smart effect by this treatment. Turn-back 
cuffs finish the short sleeves. The two-piece 
skirt is laid in plaits at the top, closing at the 
left side seam. Over it is draped a three- 
piece tunic with open front. 

Heavy stitching and novel fringe are the 
new trimming notes that add to the charm 
of a number of crepe frocks. A model on 
which stitching figures, not conspicuously, 
but effectively, is in straight line effect. It 
slips on over the head, the front being 
slashed at the center rather deeply. The 
sides are then underfaced and rolled with the 
convertible collar. When worn low, the 
collar may be finished with a .soft tie, some- 
thing after the manner of the fashionable 
Peter Pan collars. If preferred high, then 
it should be slightly supported by wire or 
boning. The sleeves are three-quarter 
length, flaring at the lower edge. They are 
trimmed with turn-back cuffs of self- 
material. The stitching, in self-color, 
appears on the front of the dress and at the 
top of the hem. 

A charming model in dark green taffeta 
is made with an over-blouse which has the 
front of the waist cut in one with the front 
of the tunic, the sides of the tunic being 
gathered. There is a narrow belt of self- 
material, faced with tangerine, but this 
completes the decorative scheme, even the 
round neck and short sleeves being severe. 

A model that is both wearable and adapt- 
able is made of check voile combined with 
plain satin. The voile is used for the under- 
blouse and foundation skirt, the overblouse 
and tunic being of satin. Narrow bias folds 
of self-material outline the edges of the 
blouse and tunic, while fine frills of accordion 
plaited satin are used to edge the round 
collar and short sleeves. 

A new trimming frequently used with the 
light serges — and dark ones, too — is "cara- 
cul," a knitted fabric that is sold by the 
yard. It makes handsome collars and cuffs 
of dresses, while smaller quantities are used 
on the ends of sashes, at the upper edges of 
pockets, etc. 

Sizes 34 to 50 inches 

Sizes 34 to 44 inches 

Sizqs 34 to 50 inches 

Sizes 24 to 40 inches 

Sizes 34 to 48 inches 
bust, and 16 to 20 years. 

BOC)tJSE No. 9517. Sizes 34 to 48 inches 

Skirt No. 9545. Sizes 24 to 36 inches 

Dress No. 953Q. Sizes 34 to 48 inches 

Dress No. 



Dress No. 



Blouse Nc 

• 9508 


Skirt No. 



Dress No. 


Blouse 9S08— ,VSc 
Skirl 9509— 3Sc 

Dross 9504 
35 cents 

Blouse 9S17— 3Sc Dress 9530 
Skirl 9545— 30c 35 cents 

Baltimore and Ohio Magazine, Jidy, 1921 


Lesson in Home Dressmaking 

A Dress of Cotton Voile that Typifies the Trend toward the 
Simple and Artistic 

THIS dress in sand color voile makes a 
charming addition to the summer 
wardrobe. The long, supple bodice is 
cut out in a deep V at the front and finished 
with a dainty dimity collar. The back ex- 
tends over the shoulders and joins to the 
gathered front. Panels, trimmed with self- 
bands are gathered to the skirt extensions 
and the sleeves may be long or short, as pre- 
ferred. Medium size requires 5^^ yards 
36-inch material. 

While the panels, the underfacing for the 
front and bands that trim the panels are 
cut from an open width of material, doubled, 
it is necessary to fold the voile upon which 
the tissue for the front of waist and skirt, 
the sleeve and back of waist and skirt arc 
placed for economical cutting. Place sec- 
tions with triple "TTT" perforations along 
the lengthwise fold, and the sections with 
large "O" perforations on a lengthwise 

Now, to make the/dress, slash fnjnt and 
back along crosslines of small "o" perfora- 
tions. Gather shoulder edge of front be- 
tween "T" perforations and gather skirt 


extensions on front and back between "T" 
perforations. Close the under-arm, shoulder 
and side seams as notched. Terminate 
shoulder seam at small "o" perforations in 
front section. Slash front through the fold 
at center-front, from the upper edge to the 
upper large "O" perforation. Sew collar 
to neck edg'' at back and to front of waist, 
with notches and center-backs even. Close 
back seam of underfacing, adjust under- 
neath front of dress and over the collar with 
center-backs and corresponding edges even. 
Turn away a 3^-inch seam at upper edge of 

front section and graduate into nothing at 
lower edge of slash. Close center-front 
seam of underfacing, from the single small 
"o" perforation to the lower edge. 

Arrange bands on panel and hem lower 
edge. Gather upper edge and arrange on 
skirt extensions. Adjust with center of stay 

<ijrTiN<;r,t.'iDF 942 4 ?Vi. 



I F o o oO*f<0 t 


Pimwd April iO. 1907 

\, BtLT e —p 

. CDHAR . . 


->< -JS-—/^ BACK OF WAIbT , 

g\r^.. . . TTT r 

under the gathers in skirt. Close sleeve 
seams as notched and sew sleeve in armhole, 
with fullness toward you when sewing. 

Turn hem of shield at upper edge. Adjust 
underneath front of dress. Tack right edge 
of shield to position and finish left for 
closing. Arrange belt around the waist and 
close at center-front. Use sash of ribbon 
about two yards long, if preferred. 

Pictorial Review Dress No. 9424. 
Sizes, 34 to 48 inches bust. Price, 35 cents. 

Ladies' Negligee No. 9299. Sizes 
small, medium and large, corresponding 
with 36, 40 and 44 bust. Small size requires 
4 yards 36-inch material. Having long 
shoulders and straight, short, wide sleeves. 
Shawl collar. Price 30 cents. 

Misses' Middy Blouse No. 9313. Four 
sizes, 14 to 20 years. Size 16 requires T,}/g 
■yards 36-inch material. To be slipped on 
over head. Front of blouse and yoke 
slashed and rolled with the square collar. 
The yoke is perforated to be made without 
point in front. Price 30 cents. 

Misses' One-piece Dress No. 9281. 
Four sizes, 14 to 20 years. Width at lower 
edge about 1^ yards. Size 16 requires 2>2 
yards 54-inch material, }i yard 36-inch 
lining for underbody. Price 35 cents. 


Conlribiilcd by Kalhryn Hadden 
Dover, Ohio 

2 cups sugar, ^ cup butter, 4 eggs (save 
white of I egg for icing); J4 cup milk, 
^2 cup water. 

Beat the eggs, water and milk together. 
Add 2)4 cups of flour, 2 teaspoons baking 
powder. Add >^ cup raisins or hickory nuts. 


Baltimore and Ohio Magazine, July, 1921 

When Ma Goes Away 

It's awful when Ma goes away 
To spend a week with my Aunt Sue, 
The house seems upside down all day. 
An' I don't know just what to do. 

I'm scared to ask to go to play, 
I'm '/raid to make a bit of noise. 
"For goodness sake!" someone will say, 
When Ma's gone, home's no place for boys. 

My Pa he growls an' John gets mad, 

An' I keep quiet as a mouse. 

For Sis she cooks things awful bad. 

An' William won't stay 'round the house. 

When John an' William spend a week 
Away from home, or if Pa goes 
With Uncle Jim to Fishin Creek — 
Oh, well, it's different, I suppose. 

I never mind when Sister takes 
Her trunk away — of course I sigh, 
I always miss the fuss she makes — 
But when Ma goes away — Oh, my I 

The Boy Who Rode Behind 

ALONG, long time ago, in the city of 
Baltimore there lived a little boy 
named Jimmie. 

At that time Baltimore was not a very 
large city. There were no trolley cars; no 
"jitneys" nor blue busses to carry folks to 
market, to work, to church, or wherever 
they might wish to go. Everybody walked, 
except those who owned horses and carriages 

Jimmie went to school and sat on a 
bench with lots of other little boys. Before 
them was a long desk on which the children 
spread out their copy books and labored 
hard to make the perfect A's and R's in the 
old-fashioned slanted writing. For writing 
in those days was considered quite ab im- 
portant as history and geography. At recess 
time, Jimmie and the other boys played 
I-spy, catcher, and many of the games that 
boys and girls still play today. 

But when Jimmie went home in the 
late afternoon, he would run errands for 
his mother, 'i'he grocery stores were few 
and far apart, and the grocers di<l not have 
delivery wagons that bring things to your 
door. After supper the little boy would sit 
by the dining room table and study his 
lessons for the next day. Then he would 

find his father, sitting out on the front door- 
step, talking to some of his friends who had 
stopped by. 

The boy liked to listen to the older men, 
who talked of so many interesting things. 
One night, which Jimmie always remem- 
bered, he finished his lessons, put on his 
coat and hat and went to the door. Yes, 
here was his father, talking to a neighbor, 
Mr. Stone. 

"Ah," said Mr. Stone, "here's Jimmie. 
Well, Jimmie, have you been a good boy 
today?" Jimmie laughed, for this is 
what Mr. Stone always asked. But before 
he could answer the question, Mr. Stone 
spoke again. 

"I'll warrant you'd like to have a ride on 
the rail road, wouldn't you?" 
"What is a rail road?" asked Jimmie, 
and where is it?" 

" It is a road that has wooden rails laid on 
each side of it," and on the wooden rails 
are fastened long strips of iron," explained 
Mr. Stone. "The coaches that run over it 
have their wheels made to fit the rails by 
means of grooves. A company has just 
been formed to build this rail road. It will 
take some time to finish it. Your father and 

I were just wondering about the speed that 
such a coach will be able to make. Of 
course, the horse will be able to travel much 
faster than if he were running on a hard 
road; the load will seem lighter, and the 
whole affair will be a great saving of time as 
well as a convenience to the people. " 
"Where will it run?" asked Jimmie. 
"They have planned to run the first 
roaa as far as Ellicott's Mills, but if it 
proves a success, as I have no doubt it will, 
the road will be extended to the Ohio River." 
"Then will they carry other things be- 
sides passengers? " 

"Yes," answered Mr. Stone, "they will 
be able to carry "arm products and packages 
of all kinds. Yes, I believe that this rail 
road will eventually becorrie just as impor- 
tant ^s the canals." 

"The schoolmaster says," went on 
Jimmie, "that there are rich farm lands 
in the west that raise much grain. Do you 
think that we will be able to have some of 
that grain brought here?" 

"Without a doubt," answered his father. 
"The water routes are so long and the stage 
coaches are so slow. Think what i will 
mean to have the mails brought to Baiti- 
mor; in about hal" he time that it takes 
now. Perhaps by this time next yea ■ we 
can all afford a ride. 

"Oh, goody!" exclaimed Jimmie, "I'm 
going over and tell William all about it, 
may I?" 

"Yes," answered his father, "but don't 
stay too long — bed time soon." 

So Jimmie ran across the street, kick- 
ing the dust from the ground as he went, for 
at that time there were few paved streets. 
"Hey, William," he called, "come out, 
I've something to tell you. " 
"What is it?" asked William. 
"Have you heard about the rail road?" 
"That's nothing new," answered 
William, "I went to West End this after- 
noon with some of the boys after school — 
and by the way, I got a licking for going, 
too — but we met two men who told us all 
about it. They showed us where the road 
was going to start from. On the Fourth of 
July they're going to have a big celebration 
and lay the first stone. That's only four 
weeks off. My, but don't I wish it was to- 
morrow! " 

So Jimmie went home, bursting with 
more news, all of which he told his father. 
Then he went to bed, and for a long time he 
lay awake, dreaming of the wonderful rail 
road and of the Fourth of July. This was 
in the year 1828. 

During the weeks that followed there were 
many things for Jimmie to think of, and 
a few days before the Fourth the whole 
town was alive with visitors who came from 
distant points to see the laying of the 
cornerstone of the Baltimore and Ohio Rail- 

On the morning of the Fourth, Jimmie 
arose early. Already the flags were flying 
from the houses and everj'body seemed to 
be awake and ready for the celebration. 

Baltimore and Ohio Magazine, Jtily, 1921 


Jimmie was dressed in hi-^ best Sunday 
clothes, a velvet suit that his grandmother 
had sent him from England, and a white 
lace collar. Although he was then only 12 
vears old, his trousers were long and his 
waistcoat short, and he wore a little roimd 
hat that would make the boys and girls of 
today laugh to see it. Soon after breakfast 
the people began to fill the streets and move 
toward the western section of the city, to 
the place now known as Mt. Clare Jimc- 
tion. Jimmie's mother packed a lunch for 
the family, for they were to have a picnic. 
Some of the people rode in carriages, some 
in coaches, and in small spring-wagons 
known as "carry-alls," while hundreds of 
others walked. (In those days people never 
minded walking a few miles). Jimmie's 
father wore his high hat, and Jimmie's 
mother her best Sunday bonnet and frock. 

When the}' reached the place the crowd 
was so great that Jimmie thought that sure- 
ly he would never be able to get close enough 
to see or hear, for he was too small to see 
over anybody's head. Soon the bands began 
to play and people waved flags and sang. A 
man in the crowd spied Jimmie. It was Mr. 

"Hereyou, Jimmie, "he called, "come over 
here and I'll lift you up where you can see. " 

In another moment Jimmie was on the 
back of Mr. Stone's old gray horse, Kate, 
who wore a bridle all wound about with red, 
white and blue bunting, with little flags 
o\'er her ears. She held her head high and 
she pranced about whenever the band 
played, so you may be sure that Jimmie was 
the happiest and the proudest boy at the 

Soon he saw them move the big stone 
into place. On its side in big letters were 
the words: FIRST STONE of the BALT. 
& OHIO RAIL ROAD. Then an old man 
with a spade in his hand stepped forward. 

"Who is that?" asked Jimmie. 

"That," whispered Mr. Stone,"it Charles 
Carroll, of Carrollton." 

"Not the one who signed the Declaration 
of Independence?" asked Jimmie, who had 
just begun to study the history of the 
United States. 

"The very same," answered Mr. Stone, 
"and he's the last living signer. " 

"Whew!" whistled Jimmie to himself, 
for here was a great man whom he had 
never expected to see. 

Soon the stately old gentleman lifted the 
spade, then pushed it down into the ground 
and lifted the first bit of earth that marked 
the beginning of the building of the track. 
As he did this, he said: "I consider this one 
of the most important acts of my life; 
second only to the signing of the Declara- 
tion of Independence, if second even to that." 

Then the band played the "Star Spangled 
Banner" and all of the men took off their 
hats and shouted. Jimmie threw his hat up 
into the air. Old Kate gave one leap, and 
Jimmie went sliding off her back. Mr. 
Stone and Jimmie's father laughed heartily, 
for the boy wasn't hurt a bit. 

"Never mind, my boy, in another year 
you'll be riding on a railroad, and you won't 
slide off so easily, " said his father. 

"Oh, Father, are you going to ride on the 
first day that the rail road runs? And may 
I go with you?" 

"We'll see," laughed his father. 

And so it happened that on one of the 
very first coaches, drawn by horses from 
Baltimore to Ellicott's Mills, Jimmie rode 
along with his father and mother. You 
can see them in the picture on this page; a 
picture of our first rail road coach (or "rail- 
road" coach as we call it now), Jimmie's 
mother sitting in the coach, wearing her 
best Sunday bonnet; Jimmie's father in his 
high hat, reading a newspaper, and Jimmie 
himself, riding on the step of the carriage, the 
proudest boy in the whole United States. 

A few years later Jimmie saw the first 
steam engine that was put on the railroad 
to be used instead of the horses, and when 
he grew up he learned how to make out re- 

ports and to punch tickets, for he became 
one of the best conductors on the Baltimore 
and Ohio. 

Dear Girls and Boys: 

Well, well, aren't you glad that you have 
a vacation? I think that it is just splendid 
that so many of us can go away to visit our 
cousins, our aunts, and uncles, and grand- 
parents. And even those of us who do not 
go away from home can have such a nice 
time at picnics and parties. 

By the way, girls, did you ever go to a 
doll's party? If you never did, then I can 
tell you that you have missed something 
indeed. Perhaps I'll tell you next month 
how to have a doll's party, then you can 
have one for yourselves. Once upon a time 
I went to one of them and they gave prizes 
for the prettiest doll. One girl brought 
seventeen dolls, all of them very pretty and 
beautifully dressed. But the doll that took 
the prize was a little home-made rag doll 
that a little girl's mother had made for her. 

Kathryn and Mildred Hadden wrote to 
me and said that they were going to visit 
their grandma for two weeks. They live at 
Dover, Ohio, and their grandma lives at 

Beulah Hoar, of Brunswick, Maryland, 
says that the weather has been very hot 
there, but that there are lots and lots of 
daisies there to make everything pretty. 

We already have enough material for the 
August number, so you need not send in 
anything for that, but let me have your 
letters for the September (School page) 
number by August 15. I am sure that by 
that time everybody will be glad to get back 
to school and our little boys and girls will 
have lots of nice poems, stories, and pictures 
for that time. I wish that every little boy 
and girl who is going to school this Septem- 
ber for the first time would send me his or 
her picture. 

With love, 



Jimmie's first ride on the Baltimore and Ohio in 1830 

Aunt Mary, 

Baltimore and Ohio Magazine, 
Mt. Royal Station, Baltimore, Md. 


By Clara McClure, 

Pittsburgh, Pa. 

Vacation time has come at last, 
Awaj' to the hills we are going fast. 
In an automobile we'll speed away. 
This beautiful, bright and sunny day. 

To the house and garden, field and lawn, 
To the meadow gates that we'll swing upon. 
No matter how changed, it's the same old 

To see dear Grandmother's smiling face. 


Baltimore and Ohio Magazine, July, igzi 

WW ., 


The Flowery Path 

Drawn by Marguerite McDonald, Slalen Island, \. Y 

The Little Girl and the Seed 

By Beulah Hoar, 

Brunswick, Md. 

Note: Beulah sent the picture of a house 
to go along with the story, hut it was so large 
that we didn't have room for it. 

In a little cottage there lives a little girl. 
She is crippled. 

One day her mother went to town. When 
she came back she brought the little girl a 
flower seed. The little girl put it into a 
little red flower pot, then watched ever\- day 
to .see what kind of a flower it was. 

One morning when she got up there was 
a little green plant sprouting out from the 
pot. She watched it then more than ever. 
In a few days there was a little red tulip in 
the pot. She watered it every morning and 
put it on the step. After that she was verj' 
happy to think that God sent the sunshine 
and rain to make it grow. 

When I Went Visiting 

By Dorothy Cassady 

Marj'sville, Indiana 

Once upon a time when I was about six 
years old I asked my mother if I could go 
visiting. She said she didn't care. So the 
next morning I went and my aunt Loretta 
was there to meet me. 

When I got to my aunt's house she said : 
"Do you want to feed the chickens while I 
get the dinner?" I thought that would be 
verj' nice. So I went and by the time I got 
to feeding the chickens here came a horse. 
I was scared and I ran to the house and told 
my Aunt Loretta a horse chased me. So 
she said: "My dear, that horse won't hurt 
you." I went again and then I took a 
basket to gather some eggs. When I got 
my basket full of eggs, about four or five 
pigs came chasing me. I ran until I came to 
a big log and I fell over the log. I broke all 
my eggs and I mashed my basket all to 
pieces. I went to the house and Aunt Lo- 
retta asked me what was the matter. I 
told her. I had my dress all dirty with egg 
yellow. So I had to change my dress. In 
two weeks I went home, but before I left I 
told Aunt Loretta that was the last time I 
was going to come to see her unless she 
moved off of that farm. 



Kathryn Hadden, Dover, Ohio 

Kalbryn is a Fine Little Cook 

-%'® a «®-© -Q^' 

EfV&lNt-GoIw G-Do )NU- H /lj^ 

Drawn by "Jim" Sampselle, Jr., Washington, D. C. 

John Whopper 

Little Stories About Books That 
Children Like 

BOYS and girls who have studied ge- 
ography will find that they will have 
to stretch their imaginations to the 
limit if they would keep from laughing at 
the strange adventures of John Whopper. 
However, the story is very interesting, and 
I am sure that you wiU enjoy following 
John on his perilous journeys. Although 
the story is an old one, there are manj- of 
us who have not read it. 

John Whopper is a Boston newsboy, who 
accidentally discovers an underground pas- 
sage to China. He takes his newspapers 
there and makes a fortune selling them to 
rich American business men at the hotels 
in Canton. 

On one of his famous journeys back home, 
he makes a mistake in entering the under- 
ground passage, and tumbles through the 
darkness into the center of the earth, where 
he goes whizzing around until he finally 
arrives at a state of perfect equilibrium in 
which he does not move at all but is sus- 
pended in midair. By waving his cap he 

Leonard Lippy 

Whose Big Sister Dorothy is a MuUigraph Operator. 

Ml. Royal Station, Baltimore, Md. 

makes his way along until he comes to a 
kind of honeycombed wall. Through this 
he gains access to the very axis of the earth, 
coming at last to the surface just at the 
North Pole. Here he lands on an iceberg, 
from which he is later rescued and is taken 
back to his home in Boston. 

This book may be had from the Balti- 
more and Ohio Employes' Free Circulating 
Library. If you do not know about this 
library, write to Mrs. E. P. Irving, librarian, 
Mt. Royal Station, Baltimore, Md. She 
will be glad to tell you how you may get 
the books to read. 

A Mac Sennett Beauty 
Drawn by Ella L. Beekm .n. 1 altimore Md. 

Baltimore and Ohio Magazine, July, 1921 


J. R. Orndorff Leaves Service 

JR. Orndorff , formerly division storekeep- 
er, Riverside, Baltimore, Md., accepted 
a position withthe United States Govern- 
ment Railroad Administration, Liquidation 
Claims Division, effective July i, 1921. 

On June 18 the employes of the Stores 
department at Riverside sprang a little sur- 
prise by presenting him with a handsome 
traveling bag, the presentation speech being 
made by Frank J. Taylor, chief clerk. Many 
nice things were said regarding his courteous 
treatment and the cordial relations existing 
between him and his subordinates. 

In response, Mr. Orndorff stated that it 
was due entirely to their hearty cooperation 
and loyalty to him that he had been able to 
improve conditions and get the storehouse 
working on a 100 per cent, efficiency basis; 
that during the past year the stock value of 
unapplied materials on the Baltimore divi- 
sion had been reduced over $200,000.00 
without affecting or delaying the shops' out- 
put, employes voluntarily agreeing to share 
in the reduction of expenses by working 
short time, and thereby enabled him to 
maintain a high state of efficiency at all times 
without having exceeded the monthly 
appropriation at any time. 

Mr. Orndorff is a Baltimore and Ohio 
Veteran, having been in service about 30 
years. He js also a World War Veteran, 
having served as a commissioned officer in 
the U. S. Engineer Corps in the A. E. F. 
A host of friends on the Baltimore and Ohio 
wish him success in his new field. 

Death of Dining Car Inspector 
F. A. Kraft 

FA. KRAFT, Inspector of Service, Din- 
ing Car Department, who served the 
Company for 20 years, died suddenly 
on June 27 at his home in Pittsburgh. 

Mr. Kraft was extremely popular with 
the employes of the Dining Car Depart- 
ment, and also with the traveling public. 
For years he was a first class dining car 
steward, and was well known to officers and 
employes over the entire system. 

He was bom in Baltimore, Md., February 
19, 1864, and his remains were brought to 
Baltimore for interment. He leaves a 
widow, and 4 sons. Owen, the eldest, is 
secretary to Mr. Arthur W. Thompson, 
formerly a vice-president of the Baltimore 
and Ohio, and was also at one time con- 
nected with our Company. 

Those who knew Mr. Kraft will remember 
the dignity which he gave to his position. 
He looked at it as a splendid opportunity 
for service, both to the traveling public and 
to the Railroad. His car was always a 
model of cleanliness and the spirit of the 
crew was patterned after his own. 

One other thing that will be recalled by 
those officers and employes who had occa- 
sion to talk with him, was the consuming 
interest which he took in the training 
and education of his sons. This was his 
passion, amply rewarded in their progress 
in their studies and work. To Mrs. Kraft 
and to them we express the sincere 
sympathy of his many friends on the Rail- 

Winning and Losing 
A speculator sometimes makes it, but 
more often he doesn't. The man who 
works and saves always makes it. All the 
great fortunes were started on the working 
and saving plan. Men who work and save 
are usually happy. Men who are "blowing 
in" all their earnings are seldom happy. 
The man who has "salted down" his pile 
in government savings securities or in 
other standard investments doesn't have 
to worry. 

Detailed Decision of Judges — Dinner Pail Contest 


First Value, 
100 Points 

Second Value, Third Value, 
75 Points 50 Points 

Fourth Value, 
25 Points 

Mrs. G. A. Bowers, No. 9 
wife of general foreman Mrs. C. W. Klein, 
of engines, wife of machinist. 
Riverside, Md. Lima, Ohio. 

No. 7 

Mrs. W. E. Hadden, 

wife of freight conductor, 

Dover, Ohio. 

No. 12 

Mrs. J. A. Engstrom, 

wife of engineer, 

Garrett, Ind. 

No. 5 

Mrs. G. Boyer, 

matron, Mt. Royal Station 

Baltimore, Md. 

Mrs. Frank Keane, 

wife of I. C. C. inspector, 

Grafton, W. Va. 

No. 9 

No. 4 

Miss Grace Boyer, 

daughter of matron, 

Mt. Royal Station, 

Baltimore, Md. 

No. 3 
Miss A. McCaulay, 
Timber Preservation 


Mt. Royal Station, 

Baltimore, Md. 

No. 5 

Mrs. G. B. Luckey, 

wife of chief photographer, 

Hyattsville, Md. 

No. 9 

No. 13 

Mrs. F. W. Fritchey, 

wife of master mechanic. 


Baltimore, Md. 

No. ID 

Mrs. G. W. Galloway, 

wife of foreman, 

Mt. Clare Shops, 

Baltimore, Md. 

No. 5 

Mrs. T. Parkin Scott, 

wife of chief clerk, 

Savings Feature, 

Relief Department, 

Relay, Md. 

No. 9 

No. 7 

No. 13 

No. II 

Mrs. Charles H. Shipley, 

wife of conductor, 

Baltimore Division. 

Mrs. C. A. Thompson, 

wife of assistant supervisor, 

Baltimore Division, 

Relay, Md. 

No. 3 

No. 4 

No. 5 

No. 9 

The names of the contestants mentioned in the above table are given only once; the numbers of their articles (the numbers were 
given the articles in sequence to identify them as they reached the M.\gazine office) are given as often as chosen by the judges. 


First Second (tie) 

Third (tie) 

Fourth (tie) 

Total Points 

No. 9 

No. 4 

No. 3 

No. 7 


Baltimore and Ohio Magazine, July, ig2i 


Old King Coal 

By An Employe 

DID you over stop to think, when you 
see the thousands of cars of coal 
passing over the Baltimore and Ohio 
Railroad, day after day, what a vast amount 
is handled? Did you ever stop to think 
that this has been going on for years? Did 
you ever wonder what became of this 
mighty bulk of black-stored energy? Did 
j'ou ever wonder what prevented there 
being a glut of coal after seeing so much of it 
being dragged over the hills and down the 
valleys day after day and week after week? 
But still the cry of the land is: Give us 
coal, more coal, and more coal! The ever 

increasing numbers of factories, furnaces, 
plants and homes demand more and more 
fuel as the months and the days go by. The 
need for coal has become so great in this 
country that a, stupendous amount is being 
mined and consumed. 

According to figures issued by the United 
States Geological Survey the production of 
bituminous and anthracite coal in 1918 in the 
United States amounted to 678,211,904 
tons, an increase, compared with 1917, of 
26,809,530 tons. Of this total output 
579,385,820 tons was bituminous and 
98,826,084 tons was anthracite. It is esti- 





— OF -^ 



: Worlds Known Coal Supply In Billions Of Tons 
by hatioms 

BE-LGiuA^ aa 


^OF — 



TmeWorlds Present Production Of Coal In Millions Of Tons 
Annually Shown By Nations 

Sf^orrteeAtfiC Of^r Tmm Otyf Co^t. A Calif Cit^'"ti 

mated by the Geological Sur\'ey that the 
production for 1919 (estimates only have 
been published by the United States Geo- 
logical Survey in connection with produc- 
tion in 1919) fell over 100,000,000 tons be- 
low that of 191 8, on account of conditions 
that were detrimental to a high production 
and of the miners' strike in the latter part of 
the year. 

It is a difficult matter for the mind to grasp 
such figures as 678,2 1 1 ,904 tons, the tonnage 
of coal produced in 1918, and form an accu- 
rate conception of their vastness. When 
we speak of thousands of tons we may see 
clearly enough, but when it comes to mil- 
lions of tons and hundreds of millions of tons 
the thing is getting beyond our mental grasp. 
To get a conception of so vast an amount 
of coal, let us put it into railroad cars of 
fifty tons capacity each. Approximately 
13,564,238 such cars would be required to 
hold this product. With an average of 
40 cars to the train, this would make 
339iio5 trains, the combined length of 
which would aggregate, when adding the 
length of the locomotives, 342,722 miles, or 
equal to 13 times the distance around the 
earth at the equator. 

The extraction of this fuel left a hole in 
the earth equal to over 23,000,000 cubic 
feet. If the entire production of coal in 
1 91 8 was built into a wall 100 feet high and 
100 feet thick it would extend nearly 94 

Pennsylvania ranks first among the coal- 
producing states; West Virginia, Illinois, 
Ohio and Kentucky follow in order of pro- 
duction. Thirty two states and Alaska 
contribute to the total output. 

Growth of the Coal Industry 

Some idea of the wonderful growth of the 
coal production in the United States is 
shown by the fact that in 191 5 the produc- 
tion was more than double that in 1900, 
and three and one-half times that of 1890. 
The production of 191 8 was nearly three 
times that of 1890. 

The increase in coal production, when 
considered in connection with the increase 
of population, gives another interesting 
comparison. Go back to the middle of the 
last centurj'. In 1850 the coal production 
of the United States was 6,445,681 tons, 
while the population in that j'ear was 
23,191,876. From this it appears that the 
per capita production was 0.278 tons. In 
1870 it was a little less than one ton. In 
1 880 the per capita production jumped to a 
little over a ton and a half, and in 1890 it 
was up to two tons and a half. In the last 
j-ear of the nineteenth centurj- it had in- 
creased to something over three tons and a 
half for each inhabitant. In 191 5 the per 
capita production amounted to a good bit 
over five tons. The year 191 8 showed over 
six and a half tons to the person. 

It is true that in the early years of his- 
tory we consumed a good deal of wood for 
fuel, but the consumption of wood and bitu- 
minous gas at the present time for fuel is 
comparatively much greater proportionally 

Baltimore and Ohio Magazine, July, 1921 


than it was 50 years ago. Other materials 
such as oil and alcohol are also used ex- 
tensively for fuel, but, notwithstanding this 
fact, coal production is rapidly increasing in 
the United States. 

Why Per Capita Consumption Increases 

The question naturallj' comes to one's 
mind: why has there been such an extra- 
ordinarj' increase in the coal production per 
capita? The answer is that from an agri- 
cultural nation we have become the leading 
industrial nation of the world. And with- 
out our coal we could not have become the 
great nation that we are. Coal is of the 
greatest value as a domestic commodity or 
as a factor in the development and main- 
tenance of great industrial enterprises. It 
is the power that lies at the foundation of 
all our manufacturing interests. It enables 
the factory, the furnace, the locomotive and 
the steamship to create and transport the 
constanth- growing wealth of the land. 

The greatest nations in the world are the 
largest coal producers. The United States 
stands first, then comes Great Britain, and, 
before the war, Germany was third. The 
United States output even before the war 
equaled that of Great Britain and Germany 
combined. Since the beginning of the 
Woijd War the production of Great Britain 
and Germany has naturally declined greatly. 
As recently as 1899 Great Britain was the 
leading coal producing country of the world. 
But each j^ear since she has fallen further 
and further below the United States. 
Coal and Our Railroads 

The heavy coal tonnage of our country' 
has made our railroads the finest and most 
efficient transportation system of the world. 
We have the largest cars and the most 
powerful locomotives built. We have many 
more miles of railroad than all Europe com- 
bined. We have cheaper freight rates than 
are found in any other country. In the 
United States the average car capacity is 
about 48 tons. The steel hopper car, "big 
as a house," has taken the place of the old 
wooden car. In Europe the average freight 
car capacity is about 15 tons. Our loco- 
motive building has even gone ahead of our 
car construction. We have locomotives so 
large and powerful that they cannot be used 
to pull trains to their fuU load because of 
excessive drawbar strain, but must be used 
as mountain pushers on the rear of trains. 
There is nothing in any other countr\- to 
compare with these railroad dreadnaughts. 

Coal has made these things possible. It 
has not only made them possible but it has 
made them necessary. We- could not begin 
to handle the coal production of this 
countrj' with the faciJities of 15 years ago 
or even a decade ago. Transportation 
facilities must of necessity keep in pro- 
gress with the industrial development of the 
countrj-. Without such progress the indus- 
trial growth of the countrj^ will become 
stunted. Without our great system of rail- 
roads we would be a less important nation. 
Without our coal we could have few rail- 

roads and comparatively little manufac- 

Mining Rsvolutioniz 3d 

Mining methods have also had much to do 
with the phenomenal increase of our coal 
production. Improved methods in mining 
and mining machinery have greatly lessened 
the cost of coal by increasing the yield per 
miner. Electricity has been the great revo- 
lutionary factor in modern mining. Elec- 
tric power has had its influence on every 
branch of mining from coal cutting machines 
down hundreds of feet in the bowels of the 
earth to the delicate testing instruments of 
the assaying laboratorj'. Coal cutting 
machines are now used that do the work of 
many men; powerful little electric loco- 
motives drag trains of heavy laden mine 
cars along through drifts where mules were 
formerly used. Some of these tiny loco- 
motives are not more than two and a half 
feet high and haul trains in very low and 
narrow passages, much lower than can be 
entered by even small mules. 

The electric coal cutting machine has 
practically supplanted the pick miner in all 
big coal workings. These machines can be 
worked in veins as low as 24 and 28 inches, 
and will cut 100 tons or more a day, at a 
cost much below that of the pick miner. 

That is why these machines have become 
so numerous. Coal loading machinery' is 
used to some extent, but it is not yet fully 
developed. The power houses that furnish 
the current for these mining machines and 
hauling motors also furnish electricity for 
lighting, pumping, ventilation, etc. 

Will Our Coal Be Exhausted? 

Now and then we hear an alarmist come 
forth with startling warnings of the fast 
diminishing of our coal resources. Recently 
a well known geologist surprised the public 
with an array of figures along lines of scien- 
tific investigation. He brought out the fact 
that if present wasteful methods of coal 
mining are not improved and if the con- 
sumption increases in the same ratio as it 
has during the past few years, by 1940 at 
least one-eighth of the country's available 
supply of fuel will be exhausted; and if 
there is not a careful husbanding or revo- 
lutionizing invention in the meantime, that 
the greater part of our original heritage of 
coal will be used or wasted by the middle 
of the next century, or at the most 200 
years hence. 

But many propositions involving a mathe- 
matical progression strike snags, so to speak, 
before going far. It is well that it is so, for 
mathematical progression soon runs into 
absurd figures. So, while there is perhaps 
no imminent danger of an early exhaustion 
of our coal resources, there must in the 
future be substitutes for coal to some extent 
to avoid us from plunging into a veritable 
debauch of coal exploitation. It is within a 
comparatively short time, the lifetime of 
men still living, that the demand for coal 
has increased from practically nothin